3?S,7 

1 71  y 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


PRELIMINARY  REPORT 


OF  TEE 


EXECUTIVE  COMMITTEE. 


WASHINGTON: 

GOVERNMENT  PRINTING  OFFICE. 


3  v; 


INTERCONTINENTAL  RAILWAY  COMMISSION, 

1016  Vermont  Avenue,  Washington,  D.  C. 


President : 

Alexander  J.  Cassatt. 

Executive  and  Disbursing  Officer: 

R.  M.  G.  Brown. 

Secretary : 

Edgar  Z.  Steever. 

Clerk: 

Herbert  S.  Flynn. 


Executive  Committee : 

Alexander  J.  Cassatt,  of  the  United  States. 
C.  Federico  Parraga,  of  Colombia. 

Leffert  L.  Buck,  of  Ecuador  and  Peru. 

Luis  J.  Blanco,  of  Venezuela. 

John  Stewart,  of  Paraguay. 


2 


PRELIMINARY  REPORT 


OF  THE 


EXECUTIVE  COMMITTEE  OF  THE  INTERCONTINENTAL 
RAILWAY  COMMISSION. 


The  executive  committee  of  the  Intercontinental  Railway 
Commission  submit  the  following  report  for  the  information 
of  the  several  governments  interested  in  establishing  better 
c<T>  means  of  intercommunication  between  the  republics  of  the 
Western  Hemisphere.  This  preliminary  report  is  simply  in- 
H  tended  to  exhibit,  in  a  general  way,  the  progress  of  the  surveys 
' .  ■  under  the  direction  of  the  committee,  as  the  details  of  the  enter- 
prise  and  the  conclusions  to  be  arrived  at  must  await  the  com¬ 
pletion  of  the  field  surveys  and  the  preparation  of  the  final 
maps. 

V  The  better  to  show  this  progress,  the  operations  of  the  several 

-  parties  will  be  shown  separately.  It  will  be  remembered  that 
when  the  full  Commission  adjourned  in  April,  1891,  an  execu- 

-  tiye  committee  of  five  members,  consisting  of  Mr.  A.  J.  Cas¬ 
satt,  the  president  of  the  Commission  :  Mr.  C.  F.  Parraga,  of 
J  Colombia;  Mr.  L.  L.  Buck,  of  Ecuador  and  Peru;  Mr.  Luis  J. 
W  Blanco,  of  Venezuela,  and  Mr.  John  Stewart,  of  Paraguay,  all 
of  whom  were  expected  to  remain  in  the  United  States,  was 
^appointed  with  full  and  sufficient  powers  to  conduct  the  busi¬ 
ness  of  the  Commission  during  the  suspension  of  the  regular 
sessions  of  the  full  delegation.  Mr.  Hector  de  Castro,  who  had 
been  appointed  secretary  in  January,  1891,  resigned  to  take 
effect  June  30,  1892.  Lieut.  R.  M.  G.  Brown,  U.  S.  Navy,  was 
XI  appointed  executive  and  disbursing  officer  March  10, 1891,  and 
on  the  20th  of  December,  1892,  the  executive  committee  elected 
Capt.  E.  Z.  Steever,  U.  S.  Army,  who  had  been  serving  in  the 
office  as  engineer  since  April  1, 1891,  secretary  of  the  Cominis- 
^  sion,  the  duties  of  said  position  to  be  performed  in  addition  to 

—  his  other  duties. 


3 


4 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


Tlie  executive  committee  has  maintained  in  Washington  a 
central  office,  which  has  been  under  the  immediate  charge  of 
Lieut.  Brown,  assisted  by  Capt.  Steever,  and  Mr.  H.  S.  Flynnf 
as  clerk.  With  this  small  force  all  the  business  of  the  Com¬ 
mission  has  been  transacted  and  the  home  expenses  kept  down 
to  a  minimum. 

The  executive  committee,  with  the  assistance  of  Mr.  H.  G. 
Davis,  chairman  of  the  committee  on  finance,  and  Mr.  B.  C. 
Kerens,  chairman  of  the  committee  on  trade  and  resources, 
have  met  from  time  to  time,  whenever  necessary  or  advisable, 
to  approve  the  steps  already  taken  or  to  decide  upon  more 
important  matters  for  the  future.  Its  chairman  has  been  in 
constant  communication  with  the  Washington  office  and  has 
supervised  the  conduct  of  the  survey  through  that  channel. 


CENTRAL  AMERICA. 

Corps  No.  1. 

Lieut.  M.  M.  Macomb,  Fourth  Artillery,  TJ.  S.  Army,  Engineer  in  Charge. 

Lieut.  S.  M.  Foote,  Fourth  Artillery,  TJ.  S.  Army. 

Lieut.  L.  W.  Y.  Kennon,  Sixth  Infantry,  TJ.  S.  Army. 

Lieut,  A.  S.  Rowan,  Fifteenth  Infantry,  TJ.  S.  Army. 

Lieut.  Samuel  Reber,  Fourth  Cavalry,  TJ.  S.  Army. 

Lieut.  C.  A.  Hedekin,  Third  Cavalry,  TJ.  S.  Army. 

Mr.  C.  W.  Haines,  Civil  Engineer. 

Dr.  W.  C.  Shannon,  Assistant  Surgeon,  U.  S.  Army. 

The  members  of  this  expedition  sailed  from  New  York  fully 
equipped  on  the  20th  of  April,  1891,  bound  for  Guatemala  City, 
where  they  arrived  on  the  9tli  of  May,  and  were  cordially  re¬ 
ceived  and  shown  every  attention  and  courtesy  by  the  Executive 
and  other  officials  of  the  Government. 

On  the  21st  day  of  May  the  President  of  Guatemala  issued 
the  following  order : 

The  recommendations  of  the  International  American  Conference  are 
accepted  by  the  Government  of  this  Republic  in  so  far  as  they  refer  to  com¬ 
munications  by  railway,  and  the  department  of  foreign  relations  will,  in 
consequence,  give  the  necessary  orders  to  carry  out  these  recommendations, 
making  at  the  proper  time  a  report  to  the  national  legislative  assembly. 

On  the  22d  of  May  Mr.  Samuel  Kimberly,  United  States  con¬ 
sul-general  at  Guatemala  City,  received  a  communication  from 
the  National  Government,  informing  him  that — 

The  minister  of  public  works  has  given  orders  to  the  superintendent  of 
the  hippodrome  to  place  at  the  disposition  of  the  International  Commis- 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


5 


sion  of  Engineers  such  part  of  the  building  as  may  be  required  to  estab¬ 
lish  their  offices  and  storerooms.  If  the  members  of  the  Commission  have 
documents,  which  from  their  importance  they  may  desire  to  preserve  safely, 
the  superintendent  of  the  building  has  instructions  to  keep  them  in  his 
office  under  his  special  care,  and  the  official  engineer,  Mr.  Paschke,  has 
instructions  to  consult  with  the  Commission  in  everything  thought  to  be 
of  use. 

The  foregoing,  as  well  as  the  subsequent  action  by  the  Gov¬ 
ernment  of  Guatemala,  shows  the  interest  taken  in  the  welfare 
of  the  work  inaugurated  by  the  Intercontinental  Railway  Com¬ 
mission. 

Four  young  officers  of  the  Army  were  afterwards  detailed 
to  assist  Lieut.  Macomb  in  making  the  surveys  in  Guate¬ 
mala.  All  arrangements  being  concluded,  part  of  the  expe¬ 
dition  started,  under  the  orders  of  Lieut.  Reber,  with  animals 
and  supplies,  to  establish  camps  at  Escuintla,  Retalhuleu,  and 
Quezaltenango.  While  in  the  city  of  Guatemala  the  engineers 
prepared  a  map  of  the  boundaries  of  the  city  and  did  other 
preliminary  and  topographical  work. 

The  actual  survey  began  at  Santa  Lucia,  a  branch  line 
between  Escuintla  and  that  point  having  already  been  sur¬ 
veyed  by  the  Guatemala  Central  Railroad  Company.  Under 
date  of  May  31,  1891,  Lieut.  Macomb  submitted  the  following 
outline  of  his  plans  for  field  work : 

(1)  To  run  a  line  from  Santa  Lucia  to  Retalhuleu. 

(2)  To  examine  the  country  between  Retalhuleu  and  the 
Mexican  line  toward  Tapachula,  Mexico,  via  Rodeo,  Malaca- 
tan,  and  Tuxtla  Chico,  thus  finishing  the  examination  of  the 
lower  line. 

(3)  To  survey  a  route  to  San  Marcos  and  down  the  Rio  Cuilco 
toward  Amatenango.  The  Cuilco  belonging  to  the  Chiapas 
drainage,  its  valley  would  offer  the  best  line  by  which  to  reach 
the  highlands  of  Guatemala  from  the  direction  of  San  Cristobal. 

(4)  To  run  a  line  up  the  valley  of  the  Cuilco  toward  Que¬ 
zaltenango  and  Totonicapan. 

(5)  Back  to  Guatemala  from  Totonicapan,  examining  two 
routes. 

Accordingly,  a  careful  instrumental  line  was  surveyed  from 
Escuintla,  via  Santa  Lucia,  Patulul,  and  Retalhuleu,  to  Ayutla, 
on  the  Mexican  boundary,  the  stadia  method  being  employed 
and  numerous  barometric  observations  taken  at  important 
points  for  the  determination  of  altitudes.  The  country  was 
covered  with  a  network  of  triangles  for  the  accurate  location  of 


6 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


the  important  points  in  the  neighborhood  of  the  lines  surveyed, 
and  many  astronomical  observations  for  latitude  also  taken. 
Ayutla  was  reached  January  26, 1892,  the  survey  to  that  point 
from  Escuintla  having  been  under  the  immediate  charge  of 
Lieut.  Foote,  while  Lieut.  Kennon  had  immediate  charge  of  the 
survey  of  the  adjacent  lines  and  of  the  examination  of  the  Cuilco 
region  between  San  Marcos,  Quezaltenango,  Huebuetenango, 
and  Amatenan go-on- the  boundary.  From  the  neighborhood  of 
Quezaltenango  another  route  was  surveyed  via  Totonicapan 
and  Chimaltenango  back  to  Guatemala  City,  and  subsequently 
the  instrumental  line  was  taken  up  at  Escuintla  and  carried 
via  Platan ar  to  the  Salvadorean  frontier. 

Owing  to  the  conditions  existing  in  the  section  under  con¬ 
sideration,  Lieut.  Macomb  deemed  it  inadvisable  to  confine  him¬ 
self  to  the  survey  of  a  single  line,  and  therefore  examined  a 
broad  belt  of  country  in  order  to  determine  not  only  the  practi¬ 
cability  of  a  railroad,  but  to  ascertain  the  best  route  of  several 
that  presented  themselves  for  an  intercontinental  trunk  line. 

From  the  data  gathered  three  lines  are  practicable  across 
Guatemala  from  the  Mexican  boundary  to  Salvador. 

The  first  is  of  light  grades  and  comparatively  easy  construc¬ 
tion,  at  a  general  level  of  between  250  and  600  feet  above  the 
sea.  This  would  skirt  the  foothills  and  pass  through  forest 
and  grazing  lands. 

The  second  is  from  800  to  2,000  feet  above  sea  level,  running 
along  the  lower  edge,  or  near  the  middle  of  the  coffee  belt,  the 
richest  and  best  cultivated  district  of  Guatemala. 

The  third  is  through  the  “  altos”  (highlands)  in  the  vicinity 
of  the  large  cities,  in  a  climate  agreeable  to  our  Northern  people, 
and  to  those  of  the  temperate  zone  generally. 

Of  these  three  lines  two  are  pronounced  good  by  the  engineer 
in  charge,  preference,  however,  being  given  to  the  one  skirting 
the  mountains  and  passing  through  the  coffee  belt.  On  the 
lower  line,  via  Ayutla,  Escuintla,  and  Platanar,  no  serious 
engineering  difficulties  present  themselves';  the  construction 
would  be  cheap,  easy,  and  quick,  the  most  important  item 
being  the  crossing  of  the  numerous  streams  by  suitable  bridges. 
Still,  this  is  not  regarded  as  the  best  location  for  an  intercon¬ 
tinental  truuk  line,  owing  to  the  absence  of  population  and 
products.  The  line  along  the  base  of  the  mountains  and  run¬ 
ning  north  of  Mazatenango,  Santa  Lucia,  and  Escuintla  is 
therefore  deemed  the  best,  as  it  would  drain  a  fine  country 


INTERCONTINENTAL  RAILWAY  COMMISSION,  7 

dow  being  developed  and  afford  a  large  local  traffic  by  reason 
of  tbe  coffee,  sugar,  rubber,  and  fruit  trade. 

Tracings  of  tbe  lower  line  have  been  received  from  the  field 
and  are  on  file  in  the  central  office  in  Washington. 

Owing  to  an  affection  to  his  eyes,  Lieut.  Hedekin  was  relieved 
from  duty  with  the  corps  in  January,  1892,  and  was  replaced 
by  Lieut.  Eowland  G.  Hill,  Twentieth  Infantry,  U.  S.  Army, 
who  reported  for  duty  at  Guatemala  City,  March  31,  1892. 
Other  changes  also  occurred.  Lieuts.  Foote  and  Eeber  were 
relieved  in  April  and  Lieut.  Eowan  and  Mr.  Haines  in  August, 
1892.  Mr.  H.  J.  Humphrey,  an  experienced  draftsman  was 
sent  to  join  Lieut.  Macomb  and  reported  for  duty  in  Septem¬ 
ber,  1892. 

After  completing  the  survey  of  Guatemala  that  of  El  Salva¬ 
dor  was  commenced,  the  frontier  being  crossed  in  August  of 
1892.  At  latest  accounts  the  corps  were  between  San  Sal¬ 
vador  and  San  Yicente  and  hoped  to  carry  the  line  through  to 
Boca  Culebra,  at  the  mouth  of  the  Savegre  Eiver,  in  Costa 
Eica,  where  connection  would  be  made  with  the  line  started  by 
Mr.  Shunk  in  that  locality. 

In  response  to  a  request  of  Lieut.  Macomb’s,  the  United 
States  minister  to  Salvador,  Mr.  E.  Cutts  Shannon,  communi¬ 
cated  with  the  authorities  and  received  assurances  of  the  warm 
interest  taken  by  the  Government  of  Salvador  in  the  progress 
of  the  work  being  conducted  by  this  Commission.  Accordingly 
orders  were  issued  to  the  heads  of  departments  to  give  all  pos¬ 
sible  aid,  to  the  custom-house  officials  to  admit  the  property  of 
the  surveyors  without  duty,  while  the  free  use  of  the  telegraph 
for  official  business  was  also  tendered.  Mr.  Tomasso  Stech 
Bonelle,  Government  engineer,  was  assigned  to  duty  with  the 
corps  as  consulting  engineer. 

Lieut.  Macomb,  under  date  of  August  11, 1892,  reported  from 
Santa  Ana  as  follows  concerning  the  condition  of  railway  con¬ 
struction  in  Salvador : 

Tlie  Government  line  from  Acajutla  has  been  extended  to  La  Ceiba,  a 
point  about  5  or  6  miles  west  of  Santa  Tecla  or  Nuevo  San  Salvador. 
Between  Santa  Tecla  and  the  terminus  at  La  Ceiba  is  some  heavy  work 
requiring  some  viaducts  and  a  couple  of  tunnels.  From  Santa  Tecla  to 
San  Salvador  the  railroad  grade  is  complete  and  it  is  now  operated  as  a 
tramway,  with  mules.  The  Government  engineer  is  at  present  busily 
engaged  on  this  final  piece  of  work  which  will  place  San  Salvador  in  con¬ 
nection  with  the  seaport  by  an  all-rail  route.  Now  it  is  rail  to  La  Ceiba, 
stage  or  horseback  to  Santa  Tecla,  and  tramcar  thence  to  San  Salvador, 
the  whole  trip  taking  about  six  hours. 


8 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


It  is  considered  certain  that  the  line  will  be  completed. 

Mr.  Albert  J.  Scherzer’s  line  starts  from  the  Government  line,  at  a  point 
west  of  La  Ceiba,  and  swings  around  to  the  northwest,  terminating  at 
Santa  Ana. 

Mr.  Scherzer  has  just  returned  from  Europe  with  the  necessary  capital 
(and  with  much  material  ordered)  to  complete  this  line,  and  it  is  regarded 
as  a  sure  thing. 

The  French  company’s  line  extends  from  the  capital  to  La  Union,  the 
seaport  on  the  Gulf  of  Fonseca.  They  have  only  made  reconnoissances, 
however,  and  have  done  no  work. 

These  are  the  lines  with  which  we  will  have  to  connect,  but  thus  far  we 
have  been  unable  to  get  any  complete  maps  from  any  of  them,  and  prob¬ 
ably  none  exist.  It  is  a  difficult  thing  to  make  a  satisfactory  connection 
or  show  the  Commission  how  our  work  connects  with  that  proposed  with¬ 
out  maps.  That  is  the  great  trouble  we  have  encountered  thus  far  in 
trying  to  make  use  of  other  work,  the  records  and  maps  are  incomplete 
and  inaccurate.  Hence  we  have  had  to  do  over,  in  some  cases,  work  which 
has  been  done  once  before,  but  of  which  the  records  were  lost  through 
some  carelessness. 

I  hope  to  be  able  to  find  a  feasible  line  from  the  west  boundary  of  Salva¬ 
dor  connecting  either  with  Santa  Ana  or  Sonsonate. 

This  done,  I  think  we  may  assume  that  the  route  as  far  as  San  Salvador 
is  fixed.  Our  work  then  will  consist  in  finding  an  acceptable  route  to 
Guascordn.  There  will  be  some  heavy  work  required  here,  but  from  Guas- 
cor&n  to  Chinandega  I  am  informed  that  the  country  is  flat  and  favorable 
for  railway  construction. 

I  will  forward  a  report  of  our  preliminary  work  between  Escuintla  and 
Santa  Ana  as  soon  as  I  can  get  the  data  in  shape.  Mr.  Hill  and  I  have 
been  over  some  rather  unhealthy  country.  During  the  last  two  weeks  I 
have  been  incapacitated  for  field  work  for  some  days,  and  am  now  under 
treatment.  Mr.  Brooks  (quartermaster,  etc.)  was  very  ill  for  two  weeks, 
and  several  of  the  natives  have  been  down.  Mr.  Hill  is  still  well  and  has 
been  free  from  attacks  of  fever.  Messrs.  Kennon  and  Shannon  have  been 
working  in  the  higher  country  and  report  themselves  well. 

I  have  not  asked  for  any  more  officers  because  I  believe  we  can  work 
more  economically  as  we  are. 

Under  date  of  September  22,  1892,  Lieut.  Macomb  reported 
as  follows : 

I  went  over  with  Mr.  Scherzer,  the  best  railroad  man  in  this  country,  and 
saw  just  where  he  proposed  to  locate  his  line  from  Santa  Ana  toward  San 
Salvador. 

He  is  doing  his  work  so  well  that  I  shall  connect  with  it  by  triangula¬ 
tion  and  not  resurvey  what  he  has  done.  We  soon  shall  start  into  the  east 
of  San  Salvador,  toward  San  Miguel.  Here  the  country  is  exceedingly 
difficult  and,  it  is  said,  impracticable,  but  this  is  what  we  shall  find  out 
during  October.  Just  now  the  roads  are  horrible — mere  ditches  of  mud 
and  water,  and  worse  than  in  Guatemala  last  year,  because  there  has  been 
a  good  deal  more  rain  here.  I  expect  to  reach  Managua  in  latter  part  of 
November  or  first  week  in  December. 


INTERCONTINENTAL  RAILWAY  COMMISSION.  9 

Under  date  of  November  16,  1892,  Lieut.  Macomb  reported 
that — 

I  estimate  that  it  will  take  ns  until  the  end  of  June  next  to  complete 
our  work  and  connect  with  Mr.  Shunk’s  initial  point.  I  understand  that 
he  is  now  working  south  from  San  Jos6  de  Costa  Rica,  and  I  expect  to  con¬ 
nect  with  the  Costa  Rican  Road  at  San  Ramdn. 

We  have  collected  a  great  deal  of  material  of  interest  hearing  on  the 
regions  through  which  we  have  passed  and  the  topographical  work  has 
been  very  carefully  done  and  is  based  upon  a  net  of  triangles.  For  the 
credit  of  all  concerned  and  to  give  a  permanent  geographic  value  to  our 
work,  I  consider  it  important  that  tri angulation  should  he  carried  to  the 
end  of  our  line.  In  no  other  way  can  such  good  results  he  obtained. 
When  our  notes  are  finally  reduced  the  geodetic  positions  of  all  the  mam 
points  in  the  vicinity  of  our  line  will  he  determined,  and  on  this  basis  will 
rest  our  final  plans  and  profiles. 

To  make  an  intelligent  selection  of  an  acceptable  line  through  this 
country  requires  a  very  careful  preliminary  study  of  the  topography, 
which  should  he  laid  down  in  all  the  detail  which  the  character  of  the 
work  permits.  Upon  this  map,  with  the  personal  knowledge  of  the 
country  acquired  in  actual  field  work,  a  good  location  can  he  made. 

In  order  to  sufficiently  expedite  the  work  of  Corps  No.  1  so 
it  might  complete  the  survey  of  Central  America  within  the 
time  and  within  the  funds  at  the  disposal  of  the  Commission, 
instructions  were  dispatched  to  Lieut.  Macomb  to  discontinue 
his  triangulation  and  to  coniine  his  work  to  that  of  a  prelimi¬ 
nary  railroad  survey.  Accordingly  he  closed  out  his  system 
of  triangulation  by  the  occupation  of  the  volcano  of  San  Vicente, 
which  gave  direct  connection  with  La  Libertad,  one  of  the  best 
determined  points  in  that  section.  Lieut.  Kennon  was  then 
detached  and  sent  to  Punt  a  Arenas,  Costa  Eica,  with  the  neces¬ 
sary  equipment  and  with  orders  to  organize  a  small  party,  seek 
Mr.  Shunk’s  initial  stake  on  the  Elo  Savegre,  near  Boca  Cule- 
bra,  and  work  northward,  running  a  good  transit  and  stadia 
line  until  connection  should  be  made  with  the  main  party  com¬ 
ing  southward.  It  is  estimated  that  Lieut.  Kennon  will  have 
about  200  miles  to  cover  during  the  months  of  February,  March, 
and  April,  while  the  main  party  would  survey  about  280  miles 
and  be  in  the  neighborhood  of  San  Juan  del  Sur  by  the  1st  of 
May,  with  its  field  work  completed. 

It  is  not  intended  to  duplicate  any  work  now  completed,  and 
accordingly  the  existing  line  of  the  Nicaragua  Eailway  from 
Chinandega  to  Granada  will  be  accepted  as  it  stands.  It  is 
understood  that  our  minister,  Mr.  Shannon,  was  about  to  secure, 
for  the  use  of  our  surveyors,  tracings  and  other  data  covering 


10 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


not  only  the  operated  lines,  hut  also  those  studied,  although  not 
yet  constructed. 

Lieut.  Macomb  had  connected,  at  Sitio  del  Nino,  with  the 
Scherzer  line,  now  being  built  between  Ateos  and  Santa  Ana, 
and  had  inn  a  line  north  of  the  volcano  of  San  Salvador.  The 
capital  being  difficult  of  ingress  and  egress,  Lieut.  Macomb  is 
of  the' opinion  that  it  would  be  better  to  put  San  Salvador  on 
a  spur  rather  than  attempt  to  build  a  trunk  line  through  it. 
Under  date  of  January  6, 1893,  the  chief  of  Corps  No.  1  reported 
that  his  party  were  working  along  the  slopes  of  the  volcano  of 
San  Vicente,  a  tine  peak,  with  much  ground  available  for  coffee, 
indigo,  sugar,  and  cattle,  and  possessing  a  good  water  supply. 
The  line  run  would  pass  within  2  or  3  miles  of  the  town  of 
the  same  name  and  thence  probably  via  Usulutan,  near  the 
coast,  continuing  to  San  Miguel  through  a  good  railroad  coun¬ 
try,  and  one  sufficiently  rich  to  afford  good  opportunities  for 
future  development.  From  San  Miguel  the  line  is  expected  to 
proceed  via  Santa  Rosa  and  Pasaquina  towards  Nacaome,  in 
Honduras,  thence  to  Choluteca,  and  finally  to  Chinandega,  thus 
connecting  with  the  Nicaraguan  railroad.  On  reaching  this 
latter  point  the  survey  would  be  discontinued  and  resumed 
again  at  Granada,  the  farther  terminus,  and  thence  continued 
towards  the  head  of  the  Rio  Tempisqne  in  Costa  Rica,  and  so 
on  to  Punta  Arenas,  or  some  other  point,  to  a  junction  with 
Lieut.  Kennou’s  section. 


SOUTH  AMERICA. 

Corps  No.  2. 

William  F.  Shunk,  Engineer  in  Charge. 

Robert  Burgess,  Assistant. 

William  J.  O’Connell,  Topographer. 

James  Parker,  Assistant. 

D.  M.  Martinez,  Assistant  Topographer. 

Fred  N.  Ogden,  U.  S.  Navy,  Surgeon. 

Thomas  F.  Dempsey,  Rodman. 

This  party,  under  the  direction  of  Mr.  William  F.  Slmnk,  was 
assigned  to  survey  the  country  from  Quito,  Ecuador,  northward 
and  through  Colombia  toward  the  Isthmus  of  Panama.  Being 
fully  equipped,  it  sailed  from  New  York  on  the  10th  of  April, 
1891,  for  Guayaquil,  Ecuador,  which  point  was  safely  reached 
on  the  25th  of  the  same  month.  At  Guayaquil  the  governor 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


11 


of  tlie  province  and  the  United  States  consul-general  did  all 
in  their  power  to  assist  the  party.  Many  unavoidable  delays 
were  experienced,  but  the  Government  offered  transportation 
and  every  possible  facility  to  convey  the  surveying  corps  to 
Quito. 

The  distance  from  Guayaquil  to  the  capital  is  about  270 
miles,  there  being  rail  communication  as  for  as  Ohimbo,  but 
the  rest  of  the  distance,  about  200  miles,  has  to  be  covered  by 
means  of  horses  or  mules. 

The  governor  of  the  province  and  his  staff  accompanied  the 
party  on  the  first  day  out  from  Guayaquil.  The  central  gov¬ 
ernment  issued  orders  to  the  authorities  to  facilitate  the  prog¬ 
ress  of  the  engineers  and  no  efforts  were  spared  to  carry  out 
these  instructions. 

On  the  3d  of  May  Kiobamba  was  reached  and  the  governor 
of  the  province  of  Chimborazo  called  to  welcome  the  party. 
To  return  in  some  degree  the  many  courtesies  received,  the 
surgeons  attached  to  the  surveying  corps  lent,  on  various  occa¬ 
sions  and  gratuitously,  their  professional  services. 

Quito  was  reached  on  the  6th  of  May.  A  committee  of  citi¬ 
zens,  appointed  by  El  Senior  Antonio  Flores,  the  President 
of  the  Eepublic,  met  the  party  and  escorted  it  to  the  city. 
During  the  stay  at  Quito  government  officials  and  private 
individuals  were  constantly  extending  hopitalities  and  courte¬ 
sies  to  the  members  of  the  surveying  parties.  After  consulta¬ 
tion  with  the  minister  of  public  works,  who  furnished  Mr. 
Shunk  with  maps  and  other  valuable  information,  the  neces¬ 
sary  arrangments  for  starting  having  been  made,  the  first 
camp  was  established  at  a  point  3  miles  from  Quito  for  the  pur¬ 
pose  of  completing  the  organization  of  the  working  parties. 
The  temporary  ill  effects  produced  by  the  great  altitude  of 
this  region  soon  disappeared  and  the  work  began  in  earnest. 

The  initial  stake  of  the  survey  was  set  in  the  southeastern 
suburb  of  Quito,  June  3,  and  a  daily  average  progress  of  2J 
miles  made  to  Ibarra,  which  was  reached  July  12,  1891.  The 
geological  character  of  the  country  is  aptly  described  by  Mr. 
Shunk  in  the  following  words : 

This  whole  plateau  valley,  together  with  its  outer  slopes  on  Amazon  and 
Pacific  waters,  appears  to  have  been  built  up  cocirdinately  with  the  grad¬ 
ual  lift  of  the  volcanic  border  peaks ;  and  those  volcanoes  delivered,  almost 
exclusively,  mud  and  dust.  The  surface  material  therefore,  for  an  unknown 
depth,  is  mainly  clay  of  some  kind,  white,  yellow,  brown ;  and  black  seams 
of  comminuted  pumice  occur,  and  beds  of  clayey  conglomerate,  holding 


12 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


angular  porphyry  and  trachyte  blocks,  all  sizes,  from  a  piece  of  chalk  to  a 
house,  stiffened  in  the  argillaceous  matrix  to  a  half-rock,  the  consistency 
of  hard  pan;  here  and  there  strata  of  water-rolled  gravel  and  shingle; 
very  rarely,  and  low  down,  a  streak  of  lava.  Little  outcropping  rock  is 
visible,  excepting  the  high  up  ridges  and  crater  rims,  and  all  such  rock  is 
porphyritic.  The  viscid  mud  discharge  came  to  rest  at  a  moderate  incli¬ 
nation,  and  the  volcanic  dust  showered  down  on  it  for  the  most  part  cross¬ 
wise  of  the  valley  before  the  prevailing  easterly  winds,  thus  raising  or 
helping  to  raise  the  “nudos,”  or  knots,  which  tie  the  cordillera  parallels 
together  and  form  the  chief  obstacles  to  a  good  railroad  line.  The  original 
declivity  of  this  earthen  output  was  12  or  15  degrees  at  top  to  where  it 
abutted  with  the  steep  crater  cone;  thence  it  gradually  flattened  to  about 
5  degrees  at  the  base. 

Before  weather-wear  began,  assuming  that  to  be  supposable,  the  topog¬ 
raphy  must  have  been  not  unlike  the  surface  of  a  row  of  hippodrome 
tents  set  end  to  end,  30  to  50  miles  wide  and  50  to  100,  or  upwards  long; 
where  two  touched,  a  nudo ;  the  tuck-up  poles  baptized  Chimborazo,  Tun- 
guragua,  Cotacachi,  and  so  on.  Erosion,  however,  has  done  marvellous 
sculpture  on  this  symmetrical  mold.  It  seems  to  have  begun  at  the  sum¬ 
mits,  where  rain  and  snow  began  most  vigorously.  The  tendency  was  to 
form  an  annular  depression  about  each  central  cone,  a  ring  pond  over¬ 
flowing  at  low  spots.  Hence  broad  based,  smooth  and  cultivable  tri¬ 
angles  of  the  ancient  surface  surround  every  typical  peak  or  crater,  their 
points  upward,  like  the  cloven  calyx  of  a  rose  against  the  bud,  with 
abrupt  counter-slopes,  and  divided  by  chasmal  ravines  narrowing  down¬ 
ward  to  canons.  Good  drainage  has  preserved  these  significant  surfaces 
and  plenty  of  it  has  scoured  the  canons  deep,  not  only  on  the  mountain 
flanks,  but  across  the  plains  and  down  the  outlet  valleys  to  ocean  or  river. 
Along  the  lofty  ridges  between  those  old  craters,  dead  and  alive,  the  same 
tendencies  and  effects  are  manifest,  diversified,  however,  by  occasional 
concentration  of  wash  in  the  coves  and  immense  landslides,  either 
rewrought  where  they  fell  or  dissolved  and  distributed  over  old  lake 
bottoms  to  reappear  for  us  as  plain  country,  the  garden  ground  of  the 
Republic. 

These  mountains  are  grassed,  but  treeless;  above  the  shrub  limit,  pale 
green  with  dashes  of  tawny ;  then  shrubs  of  the  myrtle  kind,  on  the  lower 
declivities,  chiefly  in  the  coves  and  ravines ;  then  the  fat  pastures  of  the 
plain,  grain  fields,  gardens,  clumps  of  fruit  trees,  and  everywhere  the  euca¬ 
lyptus  as  a  feature  in  the  landscape  almost  as  characteristic  as  the  adobe 
fences,  topped  with  cactus  and  maguey. 

It  is  remarkable  that  all  surface  material  here  seems  to  make  u  adobe  ” 
and  stands,  very  much  like  our  “  bluff”  along  the  Mississippi,  near  Vicks¬ 
burg  and  Natchez,  at  the  vertical  or  at  slight  deviations  therefrom,  scal¬ 
ing  hard  where  exposed  and  greening  over  with  a  finely  textured  protec¬ 
tive  moss. 

The  breaks  or  11  quebradas,”  as  they  are  locally  called,  which  net  the 
country  wherever  water  runs  in  the  wet  season,  invariably  have  a  tin-fun¬ 
nel  cross-section,  slant  above,  wall-sided  below,  whether  10  feet  deep  or 
500,  dropping  as  a  rule  abruptly  from  the  surface  to  an  angle  of  forty-five 
degrees  and  rounding  down  to  the  perpendicular ;  so  that,  in  our  experi- 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


13 


ence,  a  trifling  ditch  to  appearance  usually  proves  impassable  by  horse  or 
foot  as  a  profound  chasm.  The  stream,  too,  is  always  sinuous,  the  tusks 
and  indents  locking  like  the  teeth  of  a  porpoise  or  the  sutures  of  a  skull. 
Another  feature  is  that  they  rarely  shoal  up  stream,  so  that  in  most  cases 
economy  can  not  be  gained  by  swerving  the  line. 

The  first  hundred  kilometers  average  each  an  estimated 
cost,  for  grading,  masonry,  and  bridges,  of  $20,000,  equivalent 
to  about  $32,000  per  mile,  and  require  no  gradient  exceeding 
3J  per  cent. 

From  Ibarra  the  line  was  carried  forward  by  way  of 
Toquando  and  Chota  valleys,  over  difficult  ground,  consuming 
considerable  time,  the  stay  in  the  pit  of  Ohota — only  5,200  feet 
above  tide,  amongst  barren  clay  hills — being  anything  but 
agreeable.  On  the  23d  of  July  the  corps  was  divided  into 
two  sections,  section  2,  under  Mr.  Burgess,  continuing  the 
line  of  survey  up  Ohota  and  Huaca  valleys,  while  Mr.  Shunk, 
with  section  1,  advanced  to  the  neighborhood  of  Tulcan  and 
started  another  line  northward  from  the  southern  side  of  Nudo 
de  Huaca,  about  9  miles  south  of  Tulcan. 

At  Tulcan,  as  at  all  other  provincial  capitals  in  Ecuador,  the 
governor  courteously  offered  his  services  to  the  representa¬ 
tives  of  the  Commission.  Before  crossing  the  frontier  of 
Colombia,  the  prefect  of  Obando,  the  southernmost  province, 
sent  his  card  and  placed  himself  at  their  orders.  Soon  after 
arrival  at  the  first  camp  north  of  the  boundary  the  surveyors 
were  visited  by  a  committee  of  citizens* of  Ipiales,  offering 
welcome  and  bearing  a  letter  from  Seiior  Burbaro,  the  prefect 
of  the  province.  Next  day  Mr.  Shunk  and  his  comrades 
called,  by  appointment,  upon  the  prefect,  and  were  most 
cordially  welcomed  and  entertained  at  luncheon. 

From  Nudo  de  Huaca  Mr.  Sliunk’s  line  was  carried  across 
the  RfoTelles,  near  its  junction  with  the  Guaitara,  by  way  of 
the  latter  stream,  the  Guapuseal  and  the  Chimbatangua,  to 
the  village  of  Tanqua;  thence  turned  southward  and  doubled 
into  the  valley  of  the  Taruqui,  where  another  return  was  made 
southward,  followed  by  a  final  one  north  to  the  great  “  pas¬ 
tures,”  near  the  village  of  Tacuanquer,  thence  to  the  summit 
up  the  southeastern  flank  of  La  Galera,  a  distance  of  about  25 
miles  on  a  gradient  which  should  not  exceed  3J  per  cent  on 
location,  with  two  or  three  intermediate  slacks.  Ten  miles  of 
like  gradient  carries  one  down  to  Pasto,  about  80  miles  from 
the  start  near  Tule&n,  and  216  miles  from  Quito.  The  success- 


14 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


ful  conduct  of  the  line  to  Pasto,  overcoming  the  most  difficult, 
probably,  of  the  summits,  was  therefore  happily  effected.  This 
involved  the  ascent  of  the  flank  of  “the  huge  ruined  cone  of 
La  Galera,  15,000  feet  above  tide,  forming  a  pit  4  or  5  miles 
athwart,  being  itself  on  the  rim  of  a  still  more  stupendous 
ruin,  threefold  that  diameter,  its  edge  slightly  dipped  toward 
the  south,  cloven  by  Pasto  Eiver  toward  the  north,  and  inclos¬ 
ing  a  circular  tract  of  hill  country  benching  down  2,500  feet 
vertical  to  the  exit  of  drainage  northward,  where  the  city 
stands.  Viewed  from  the  south,  therefore,  on  Guaitara  waters, 
the  summit,  heretofore  unsuspected,  appears  to  be  a  wall  of 
mountain,  slightly  saddled  or  wind  gapped.”  It  remained  for 
Mr.  Shunk’s  party  to  be  its  discoverer,  and,  using  the  privilege 
of  such,  named  it  La  Cima  de  Santa  Gertrudis. 

The  alternative  to  the  upper  Guaitara  route,  run  by  Mr. 
Burgess,  via  Tuquerres,  compares  with  the  line  run  by  Mr. 
Shunk,  in  length  about  50  to  30. 

Having  carried  the  line  prosperously  into  Pasto,  the  problem 
was  to  get  successfully  out,  for  the  “next  stage  of  the  survey 
required  the  crossing  of  the  pro  found  valleys  of  the  Juanambu 
and  the  Mayo,  divided  by  a  lofty  cordillera,  to  the  valley  of  the 
Patla.  North  of  Pasto,  the  basin  in  which  the  city  lies  is 
bounded  by  a  high  ridge,  formerly  connected  with  La  Galera, 
now  traversed  by  Pasto  Iiiver  in  canon.  The  whole  country 
north  of  that  bounding  ridge  tumbles  down  6,000  or  8,000  feet 
within  15  miles  to  the  Juanambu,  flowing  westward,  and  in  the 
main  is  heavily  timbered  and  beset  with  spurs  ranging  north 
like  the  teeth  of  a  comb.”  However,  owing  to  the  intelligent 
studies  of  Mr.  Shunk,  he  found  a  small  brook,  the  Chichatoy, 
flowing  westward,  about  two  and  one-half  miles  in  length,  into 
the  Pasto  Eiver,  north  of  the  high  ridge  bounding  the  basin 
wherein  the  city  lies,  and  giving  access  to  the  comb-like  spurs 
near  their  roots,  and  thus  enabling  the  engineers  to  avoid  doub¬ 
ling  ridges  and  ravines  along  three  parallel  affluents  of  the 
Juanambu,  and  owing  to  a  long  bend  southward  on  the  upper 
course  of  that  river,  above  their  mouths,  to  approach  it  near 
Tablon,  thereby  largely  reducing  the  necessary  descent  to  a 
crossing. 

The  neighborhood  of  Tablon  is  a  ruling  objective,  whether  the  old  Arenal 
Summit,  the  thoroughfare  for  generations  between  the  .Juanambu  and  the 
Mayo,  be  crossed  or  one  of  the  streams  from  the  great  divide  further  east 
he  followed.  The  ascent  to  the  Arenal  exhibited  a  wilderness  of  sharp  set 
ridges  and  hollows.  The  Vado,  eastward,  was  perceived  to  he  a  canon 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


15 


water,  equally  uninviting,  besides  beading  up  in  the  wrong  direction, 
without  counter  sloped  watershed.  The  Quiha,  largest  of  all  the  tribu¬ 
taries  in  that  quarter,  appea?  ed  unquestionably  to  be  the  preferable  route 
and  was  so  found;  the  summit  as  low  as  Arenal,  sharp  edged  and  indicat¬ 
ing  a  tunnel  about  2,500  feet  long.  The  neighborhood  of  Tablon  was  sur¬ 
veyed  extensively  to  provide  a  reserve  of  development,  if  needed.  The 
upper  valley,  however,  proved  to  be  a  plain,  level  athwart,  about  300 
meters  wide  and  having  a  quite  regular  inclination  of  5  degrees.  Taking 
advantage  of  this  topography  and  of  a  suitably  located  lateral  ravine,  it 
proved  better  to  develop  there  rather  than  at  the  foot  of  the  valley,  thus 
gaining  2  miles  of  distance  by  means  of  a  flaked  line  on  comparatively 
inexpensive  ground  and  attaining  the  proper  elevation  for  the  tunnel. 

The  Quin  a  Valley  was  shaley  and  slaty,  the  hills  rounding  down  very 
uniformly  in  profile,  though  cut  by  drainage,  with  an  increasing  pitch 
toward  the  stream.  North  of  the  tunnel,  on  the  Mayo  slope,  the  surveyors 
traversed  a  region  of  crumbly  clays  and  soft  pumice  rock  very  much 
weather  worn.  True  contours  would  lie  in  bights  between  thin-nosed  spurs 
like  a  slack  clothesline  between  its  props.  The  concaves  arefittable,  as  a 
rule,  by  our  curvature ;  cuts  through  the  points  deep  and  short.  The  Mayo 
at  the  crossing,  about  6  miles  north  of  La  Cruz,  is  a  60-foot  stream  in 
canon  .valley,  800  feet  wide  and  300  feet  deep, "requiring  aviaduct  of  that 
size.  At  the  end  of  10  miles  (16  kilometers)  down  the  valley  it  began  to 
break  into  impassable  canon  and  fingery,  wall  sided  spurs,  which  were 
avoided  by  turning  through  a  short  tunnel  into  the  valley  of  Las  Palmas. 

Seven  miles  additional  brought  Mr.  Shrink  to  a  junction 
with  the  alternative  line  surveyed  by  Mr.  Burgess,  said  junc¬ 
tion  being  about  76  miles  (121.6  kilometers)  from  Pasto,  by 
measurement  of  an  approximate  location  on  the  field  maps. 
Free  use  of  curvature,  a  course  clearly  prescribed  by  both  phys¬ 
ical  and  commercial  considerations  and  the  line  skillfully 
located,  the  cost  of  these  76  miles  north  of  Pasto  will,  in  the 
opinion  of  Mr.  Shunk,  not  exceed  the  average  previously  given 
for  the  reach  north  of  Quito,  while  the  maximum  gradient 
required  will  be  less  than  3J  per  cent. 

Material  for  masonry  exists  in  the  stream  beds.  Timber  for 
ties  is  convenient  and  sufficient,  except  in  the  Las  Palmas  Val¬ 
ley,  where  the  supply  is  scanty,  limited  to  small  groves  in  the 
lateral  ravines. 

From  Las  Palmas  the  line  was  carried  via  Cuevas  to  Popa- 
y£n,  situated  at  the  head  of  the  Cauca  Valley,  camp  being 
pitched  near  that  city  December  4,  1891.  South  of  Popay&n 
the  line  crosses  the  ridge  of  Koble,  which  is  the  divide  between 
the  headwaters  of  the  Patfa  Eiver  flowing  into  the  Pacific 
Ocean  and  those  of  the  Cauca  emptying  into  the  Caribbean 
Sea.  Kidge  of  Roble  also  connects  the  oriental  and  occidental 
cordilleras.  From  Popayan  the  survey  was  conducted  via 


16 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


Cajibio  to  Call,  which  was  reached  January  18,  1892,  the  divi¬ 
sion  of  the  corps  into  two  sections  materially  increasing  the 
rate  of  progress  of  the  work. 

The  distance  from  Quito  to  Call  by  the  Gualtara  route  is 
about  490  miles  (788  kilometers)  and  by  the  Tuquerres  route 
530  miles  (853  kilometers)  making  an  average  of  about  70  miles 
per  month,  commendable  progress,  when  one  considers  that  the 
route  lay  through  some  of  the  boldest  mountain  regions  of 
South  America. 

Concerning  the  section  between  Quito  and  Pop  ay  an,  Mr. 
Sliunk  is  of  the  opinion  that  $32,000  per  mile  ($20,000  per  kilo¬ 
meter)  would  be  a  fair  valuation  for  grading,  masonry,  and 
bridges,  provided  the  line  were  well  laid  in  gross  and  carefully 
located  in  detail;  that  such  a  line  exists,  awaiting  the  finder; 
and  that  it  must  be  found  eventually  if  the  road  is  to  be  built, 
as  there  does  not  appear  to  be  business  in  sight  or  in  the  near 
prospect  to  warrant  a  larger  average  outlay,  if  even  an  outlay 
so  large.  That  sum  in  the  United  States  would  prepare  the 
roadbed  through  pretty  difficult  country;  the  grades  and 
curves  admissible  in  Ecuador  and  Colombia  go  far  to  offset  the 
peculiar  obstacles  encountered.  Good  drainage  would  be  a 
prominent  item  of  expense.  On  the  other  hand,  cuts  can  be 
taken  out  to  steep  slopes  in  that  frostless  region,  judging  not 
only  by  the  character  of  the  material  in  place,  but  by  work 
already  done  on  the  highways,  whether  by  storms  or  by  hand. 
As  a  rule,  the  steeper  the  pitch  the  better  it  stands.  There 
would  be  three  tunnels  required  on  the  section  now  under  con¬ 
sideration.  One  about  a  mile  in  length  under  Boliche  Sum¬ 
mit,  another  2,500  feet  long  under  Quina  Summit,  and  a  short 
one  under  the  Kidge  of  Boble. 

In  regard  to  the  reach  between  Popayhn  and  Call,  Mr.  Sliunk 
reports  that  there  appeared  to  him  to  be  three  alternative  lines 
awaiting  examination: 

First.  A  detour  I)y  way  of  the  Cauca  River  from  Popay^n  to  Paso  la  Bolsa, 
north  of  Buenos  Ayres.  Second.  From  Popay^n  across  country  ky  way  of 
Duende  or  vicinity  to  the  valley  of  the  Piendamd,  thence  to  and  along 
Cauca  River  to  Paso  la  Bolsa.  Third.  From  Popayan  along  the  foothills 
of  the  central  cordillera  adjacent  to  the  national  road  north,  by  way  of 
Jimena,  to  the  ridge  between  the  rivers  Piendamo  and  Tunia,  theuce  along 
that  ridge  to  the  vicinity  of  Aganche,  whence  a  descent  may  be  made 
along  the  southern  flank  of  the  valley  of  the  Ovejas  to  the  Cauca  near 
Jelima  and  thence  to  Paso  la  Bolsa.  At  the  latter  point  the  valley  opens. 
There  is  plain  ground  and  no  difficulty  to  Cali. 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


17 


Before  location,  the  Ridge  of  Roble,  with  the  neighboring  country 
between  Los  Arboles  and  Popaydn,  deserves  particular  study,  for  there  are 
several  alternatives  inviting  attention.  Of  course  but  one  could  be  fol¬ 
lowed. 

From  Quito  to  the  vicinity  of  Los  Arboles,  Mr.  Shrink  is  of 
the  opinion  that  the  line  actually  run  is  pretty  near  the  right 
ground,  assuming  it  to  be  inadmissible  to  put  Quito  itself  on 
a  spur. 

Corps  No.  2  started  the  line  north  from  Cali  January  25, 1892, 
and  in  three  weeks  achieved  the  distance  thence  to  Cartagoj 
making,  in  round  numbers,  24  miles  (39  kilometers)  the  first 
week,  00  miles  (90.0  kilometers)  the  second,  and  40  miles  (64.4 
kilometers)  the  third  week. 

They  were  delayed  more  or  less  by  foul  weather,  and,  on  the 
reach  between  Cali  and  Palmira,  by  exceedingly  difficult  ground 
to  get  over  rapidly.  The  Cauca  there  traverses  a  sodden  flat 
through  dense  wilderness  containing  a  network  of  high-water 
sloughs,  lagoons,  and  bayous.  The  road  was  very  devious,  but 
was  necessarily  followed.  The  bridges  on  it  had  been  swept  off 
by  freshet  two  and  a  half  years  before,  a  circumstance  that  so 
obstructed  transportation  that  the  progress  of  camp  regulated 
the  progress  of  the  survey. 

Owing  to  the  frequent  fords  or  portages  in  mud  or  water, 
averaging  probably  500  to  700  feet  asunder  for  a  long  distance, 
cam moved  slowly. 

These  124  miles  (200  kilometers)  are  without  serious  obstacle 
to  cheap  construction.  The  Cauca  River  near  Calf,  requiring 
a  bridge  450  feet  (137  meters)  long,  and  the  flood  waterways 
to  be  provided  in  the  vicinity  of  the  river,  make  the  division 
from  Call  to  Palmira  more  expensive  than  that  from  I^almira  to 
Cartago. 

Throughout  the  latter  the  alluvion  of  the  valley,  a  plain  sloping  toward 
the  main  stream  at  a  declivity  almost  imperceptible,  borders  the  foothills 
along  a  winding  line  of  demarcation  with  curves  aud  indents  like  a  sea 
margin.  The  railroad  would  cross  those  hays  and  coves  on  fast  ground, 
with  hillside  excavation  around  the  capes  and  through  cuts  through  the 
occasional  isthmuses,  pretty  largely  in  a  gravel  formation  good  for  ballast. 
It  is  a  well-watered  country,  rivers  and  brooks  frormthe  central  cordillera 
abounding,  and  will  necessitate  ample  provision  for  drainage.  Timber 
convenient  for  ties  and  material  for  masonry  obtainable  from  the  water 
channels. 

An  approximate  estimate  places  the  440  miles  (708  kilome¬ 
ters)  from  Quito  to  La  Bolsa  crossing  of  Cauca  River,  south 

14607 - 2 


18 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


of  Cali,  at  the  previously  given  net  rate  of  $32,000  per  mile 
($20,000  per  kilometer)  for  grading,  masonry,  and  bridges; 
thence  to  the  487tli  mile  (784th  kilometer)  at  Cali,  $16,000  per 
mile  ($10,000  per  kilometer),  and  thence  to  the  611th  mile  (983d 
kilometer)  at  Cartago,  $13,000  per  mile  ($8,000  per  kilometer). 

The  survey  was  carried  to  the  camp  of  the  corps,  1£  miles 
north  of  Cartago,  at  noon  of  February  15,  1892. 

At  this  point  the  party  was  divided,  Mr.  O’Connell  con¬ 
tinuing  the  line  northward,  while  Mr.  Shunk  set  out  on  an 
exploration  of  the  Quindio  Pass  in  search  of  a  feasible  route 
into  the  Magdalena  Valley.  On  his  return  he  overtook  the 
main  body  February  27  at  camp  north  of  Manizales,  finding- 
in  charge  Mr.  J.  D.  Garrison,  sent  out  by  the  Commission  to 
relieve  Mr.  Burgess,  resigned. 

The  main  road  between  Cartago  and  Medellin  was'followed 
by  the  line  as  far  as  Salamina,  where  a  crossroad  permitted 
access  to  the  western  side  of  Cauca  River  at  Marmato,  from 
which  point  progress  northward  was  made  by  way  of  New 
Caramento,  Valparaiso,  the  Farralones,  Santa  Barbara,  and 
Cal  das,  to  Medellin,  the  suburbs  of  which  were  reached  Satur¬ 
day,  March  19,  1892,  and  the  line  extended  through  it  on  the 
21st. 

It  should  be  observed  that  the  survey  northward  from  Cartago,  being 
restricted  to  the  public  road,  traversed  a  rugged  region  crosswise  of  tor¬ 
rent  drainage  from  the  Paramos  and  Nevadas  of  the.  central  cordillera,  and 
for  the  most  part  out  of  sight  of  the  true  field  aloug  the  Cauca  V alley, 
overground  quite  impracticable  for  a  railroad  at  a  reasonable  cost,  except 
the  reach  between  Cartago  and  San  Francisco.  A  location  could  be  found 
there  descending  the  Chinchina  River  from  the  latter  point  to  Cauca  Val¬ 
ley. 

Mr.  Shunk,  however,  judges  such  a  line  inexpedient.  With¬ 
out  apparent  advantage  of  any  kind  it  must  be  the  longer  and 
more  expensive  alternative,  and  would  enter  the  valley  near 
head  of  what  is  considered  its  worst  portion,  avoiding,  there¬ 
fore,  no  difficulties  of  importance. 

Mr.  Shunk  had  contemplated  trying  a  line  by  way  of  the 
Risaralda  and  San  Juan  valleys,  but  a  report  on  that  country 
by  Mr.  Frankin  White,  presented  at  Palmira,  caused  its  dis¬ 
missal.  Mr.  White’s  recon noisance,  made  in  1878,  indicates  a 
gradient  of  7.7  per  cent  for  about  9  miles  (14.4  kilometers)  at 
the  summit,  an  ascent  thither  from  the  mouth  of  the  Risaralda 
approximating  4,300  feet  (1,310  meters)  vertical,  and  a  descent 
thence  northward  to  the  mouth  of  the  San  Juan  of  6,700  feet 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


19 


vertical  (2,042  meters).  The  valley  line,  on  a  continuous 
descent,  would  obviously  consume  the  difference  only  between 
those  figures,  or  about  2,400  feet  (731  meters),  distributed  over 
a  length  of  more  than  100  miles  (160  kilometers).  The  interior 
lines,  as  tabled  by  Mr.  White,  seem  to  be  the  shorter  of  the  two 
by  about  8  or  10  miles  (13  or  16  kilometers),  a  difference  which 
it  is  thought  would  be  more  than  extinguished  by  the  develop¬ 
ment  necessary  to  reduce  gradient  within  the  limit  prescribed. 
On  a  whole,  the  valley  line  is  deemed  preferable  to  any  other. 
The  scheme  of  the  work  forbade  an  attempt  to  examine  its 
roadless,  wilderness  declivities,  and  smoky  Indian- summer 
weather  prevented  good  views  of  it  from  the  overlooking 
upland  j  but  such  glimpses  as  were  obtained,  the  observations 
made  at  the  crossings,  and  the  information  of  residents  satis¬ 
fied  Mr.  Sliuuk  that  although  there  may  be  occasional  bluff 
spurs  or  precipitous  canons,  a  road  can  be  built  there  at  mod¬ 
erate  expense.  Much,  if  not  most,  of  the  “  canon,”  so  called, 
is  firm  hillside  for  casting  work,  and  there  are  numerous  reaches 
of  u bench”  or  “bottom.”  Yet  in  the  uncertainty  of  the  knowl¬ 
edge  acquired,  the  division  from  Cartago  by  way  of  the  river 
to  the  mouth  of  the  Poblanco,  in  round  numbers  100  miles  (160 
kilometers),  is  estimated  at  $32,000  per  mile. 

After  his  arrival  at  Medellin  Mr.  Shunk  reported  upon  his 
explorations  and  studies  of  the  passes  leading  from  the  Cauca 
into  the  Magdalena  Yalley.  From  these  it  appears  that  while 
descending  the  Cauca  the  possibility  of  finding  a  line  thence 
up  the  Paila  Yalley,  or  that  of  the  next  affluent  northward, 
which  would  favorably  approach  a  low  summit  of  the  central 
cordillera  at  the  head  of  the  Bio  Coello,  a  tributary  of  the  Mag¬ 
dalena,  was  suggested.  From  Mr.  White,  many  years  resident 
iu  the  State  of  Cauca,  the  best  information  concerning  the  coun¬ 
try  in  the  neighborhood  was  obtained.  He  confirmed  the  con¬ 
jecture  that  either  from  Cartago  or  the  Paila  vicinity  a  lower 
pass  than  that  of  the  Quindio  would  be  found  to  the  southward. 
He  added  that  the  ground  in  the  valley  of  the  Coello  and  its 
affluents  offered  easier  construction  than  the  valley  of  the  upper 
Toche,  northwest  of  Ibaque,  the  latter  being  greatly  cumbered 
with  bowlders  and  other  debris  from  the  volcano  Tolima.  The 
distance  by  each  of  the  general  routes  from  Cartago  to  Amba- 
lema,  whether  by  the  Quindio  Pass  or  by  the  headwaters  of 
the  Coello,  would  be  about  125  to  130  miles  (200  to  210  kilo¬ 
meters).  Judging  the  ascent  from  Cartago  to  the  Quindio 


20 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


Pass,  at  the  time  of  his  reconnoissance,  to  he  decisive  of  the 
feasibility  of  the  work,  Mr.  Shunk  did  not  extend  his  journey 
beyond  that  pass.  The  summit  tunnel  under  Quindici  would 
approximate  2,500  to  3,000  feet  in  length,  and  would  put  the 
railroad  800  to  1,000  feet  underground.  The  material  to  be 
penetrated  is  compact  blue  slate  and  shale.  By  reason  of  the 
battening  off  of  the  eastern  ravine  a  much  lower  tunnel  would 
be  greatly  longer  and  therefore  inexpedient.  On  the  approach 
to  Quindio  Pass  from  the  westward  there  would  be  light  valley 
work  from  Cartago  to  the  vicinity  of  Salento;  thence  to  the 
tunnel  heavy  and  curvy.  Massing  those  subdivisions,  Mr.  Slmnk 
thinks  that  $32,000  per  mile  (20,000  per  kilometers)  would  cover 
the  cost  of  grading,  masonry,  and  bridges;  and  that,  as  an 
approximate  valuation,  that  rate  might  be  used  for  the  entire 
distance  between  Cartago  and  Ambalema,  about  130  miles  (210 
kilometers). 

The  general  map  of  Colombia  seems  to  offer  an  alternative 
line  southeastward  instead  of  northeastward  from  Ibaque  to 
the  Magdalena  Kiver,  which  line  should  .ascend  to  the  national 
capital  by  way  of  the  Bio  Bogota. 

Owing  to  impassable  roads  Mr.  Shunk,  while  at  Popayan, 
was  unable  to  explore  Guanacas  Pass,  but  from  information 
obtained  it  is  believed  a  railroad  is  feasible  from  Popayan,  in 
the  Cauca  Valley,  to  La  Plata,  in  the  Magdalena  Valley,  via  this 
pass.  The  ridge  of  Guanacas  is  believed  to  be  between  1,000 
and  1,300  feet  above  the  waters  of  Palace  Iiiver,  and  this 
would  imply  a  tunnel  of  about  1  to  1^  miles  long,  provided  an 
exit  eastward  at  an  elevation  of  11,000  feet  might  be  made. 
The  elevation  of  Lago  de  Guanacas  is  given  by  the  French 
expedition  as  11,590  feet  (3,533  meters),  and  it  is  assumed  that 
the  lake  stands  500  or  600  feet  above  the  stream  into  which  it 
flows,  and  from  which  it  appears  to  be  distant  1£  miles.  This 
assumed  tunnel  elevation  could  be  surmounted  well  within 
the  rate  of  limiting  gradient,  so  that  there  is  room  for  move¬ 
ment  up  or  down  in  this  conjecture  without  seriously  dislo¬ 
cating  the  conclusions.  The  distance  from  Popayan  to  the 
tunnel  is  placed  at  40  miles  (64  kilometers),  and  thence  to  La 
Plata  at  60  miles  (96  kilometers).  The  cost  of  grading,  masonry, 
and  bridges  from  Popayan  to  La  Plata,  inclusive  of  a  tunnel 
1^  miles  long  (2  kilometers)  at  the  ridge  of  the  Guanacas,  would 
not  exceed  $40,000  per  mile  ($25,000  per  kilometer).  Below 
La  Plata  there  would  be  no  difficulty  to  the  sea  as  to  gradient. 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


21 


Doubtless  there  are  other  passes  into  the  valley  of  the  Magda¬ 
lena,  both  north  and  south  of  Popayan,  but  time  did  not  permit 
a  search  for  them. 

The  surveyors  were  welcomed  and  offered  service  by  alcal¬ 
des  of  towns  and  prefects  of  provinces,  under  orders  from 
Bogota,  and  the  director  of  national  mails  and  telegraphs 
gave  the  freedom  of  the  wires  in  Colombia.  At  Pasto  a  formal 
reception  and  lunch,  as  at  Ipiales,  was  tendered,  courtesies 
were  shown  at  Cartago,  but  especially  at  Medellin  was  the 
reception  most  hearty  and  cordial.  The  governor  of  the  State 
had  the  engineers  to  breakfast  at  the  Executive  Mansion,  an 
entertainment  begining  at  1  p.  m.  and  not  ending  till  6,  with 
a  distinguished  company  to  assist.  Then  the  business  men 
tendered  a  supper,  an  elegant  collation,  a  very  solid  assembly 
and  an  interchange  of  goodly  expressions  from  6  p.  m.  till  mid¬ 
night.  This  was  followed  by  courtesies  from  the  president  of 
the  School  of  Mines  and  the  municipal  council,  together  with 
numerous  acts  of  kindness  on  the  part  of  other  individuals, 
including  the  American  and  foreign  consuls. 

At  Medellin  the  corps  was  again  divided  into  two  sections, 
each  taking  the  field  at  the  beginning  of  April.  Section  I, 
under  Mr.  Shunk,  went  by  way  of  Antioquia  to  Cabas  Gordas, 
on  the  river  Sucio;  thence,  returning  to  Antioquia,  extended 
the  survey  southward  up  the  left  bank  of  the  Cauca  Kiver  to  the 
ferry  on  the  trail  between  Concordia  and  Titiribi,  arriving  at 
this  rendezvous  May  10.  Mr.  Garrison,  with  the  second  sec¬ 
tion,  joined  a  few  days  later,  having  surveyed  a  line  from  Caldas 
by  way  of  Predonia  to  the  mouth  of  the  river  Poblanco; 
thence  through  Jerieo  to  the  San  Juan  Biver,  at  the  mouth  of 
the  Quebradona,  and  thence  through  Bolivar  to  the  “Quiebra” 
summit  of  the  western  cordillera.  He  then  connected  bis  line 
through  Bolivar  byway  of  the  Cauca  Yalley  to  the  ferry  above 
mentioned  and  returned  to  Medellin.  Both  had  a  good  deal  of 
foul  weather,  and  Section  II  suffered  from  ill  health. 

From  the  mouth  of  the  Poblanco,  on  Cauca  River,  711  miles  (1,145  kilo¬ 
meters)  from  Quito,  or  from  Cauca  River  at  the  mouth  of  the  San  Juan, 
20  miles  (32  kilometers)  down  stream  from  the  former  point,  a  branch  to 
Medellin  would  be  feasible,  the  length  of  it  the  same  by  both  lines,  namely, 
about  46  miles  (74  kilometers).  The  first  line  would  ascend  the  Poblanco 
Yalley,  pass  the  summit  in  San  Miguel  Ridge  near  Fredonia,  detour  the 
heads  of  the  Sinifan^,  pass  a  depression  in  the  spur  projecting  westward 
from  the  central  cordillera  near  Awaga,  ascend  to  a  saddle  in  said  cordil¬ 
lera  at  the  source  of  the  Quebrada  Lejia,  a  few  miles  south  of  Caldas  and 


22 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


run  thence  by  way  of  that  town  down  Medellin  River  to  the  city  of  the 
same  name. 

The  second  line,  descending  Cauca  Valley  on  its  eastern  slope  from  the 
mouth  of  the  San  Juan,  would  ascend  the  southern  slope  to  the  Sanifana 
Valley  to  a  junction  with  the  Fredonia  alternative  near  the  river  sources. 
The  latter  line  appears  to  he  preferable  as  occupying  better  ground,  accom¬ 
modating  the  country  side  better,  and  as  being  free  from  objectionable 
counter  gradient.  Both  lines  would  serve  the  unique  coal  deposit  of  the 
Sinifana  Valley. 

One  or  the  other  of  these  two  lines  seems  to  be  the  only 
practicable  approach  to  Medellin  from  the  Canca  Valley  in  this 
region.  Mr.  Shnnk’s  studies  along  the  road  between  Medellin 
and  An tioquia  revealed  a  topography  insuperable  by  a  railroad 
at  a  reasonable  cost. 

From  the  mouth  of  the  San  Juan  the  line  through  or  near  Bolivar  encoun¬ 
ters  no  special  difficulty  until  that  town  is  passed.  Development  then 
becomes  necessary  to  overcome  the  abrupt  rise  of  the  cordillera  to  La 
Quiebra  summit,  about  2,000  feet  vertical  (610  meters)  in  a  horizontal  dis¬ 
tance  of  1-i  miles  (2£  kilometers).  Support  for  such  development  is  offered 
by  the  Quebrada  Linda,  southward.  West  of  the  summit  the  country 
slopes  oft'  with  a  moderate  declivity  and  there  would  be  no  great  difficulty, 
according  to  information,  in  the  way  of  a  railroad  thence  to  Quibdd  on 
the  Atrato,  about  60  miles  (97  kilometers). 

From  the  mouth  of  the  Rio  San  Juan  the  main  line  descends  Cauca  Valley 
on  its  western  slope,  over  ground  alternately  bluff,  bench  and  bottom, 
cloven  by  frequent  streams  or  dry  beds  of  torrent  streams*,  50  miles  (80 
kilometersi  to  the  city  of  Antioquia,  781  miles  (1,257  kilometers)  from 
Quito.  Thence  it  develops  up  the  valleys  of  the  Rio  Tonusco  and  its 
northern  affluent,  the  Toyo,  to  a  tunnel  2,500  feet  (762  meters)  long  at  the 
head  of  the  latter  stream ;  thence  following  the  western  bank  of  a  tributary 
of  the  Cahas  Gordas  River,  and  developing  up  the  latter  stream,  reaches 
the  village  of  Cahas  Gordas,  35  miles  (56  kilometers)  from  Antioquia,  816 
miles  (1,314  kilometers)  from  Quito.  Barometrical  observations  by  Mr.  J. 
H.  White  indicate  that  northward  from  Cahas  Gordas  the  river  falls  at  the 
rate  of  about  2  per  cent,  and  that  thence  forward,  down  the  valley  of  the 
Sucio,  no  gradient  exceeding  1^  per  cent  would  be  necessary  anywhere. 

Mr.  Sbunk  values  the  main  line  from  thePoblanco  to  Antio¬ 
quia  at  $24,000  per  mile  ($15,000  per  kilometer)  for  grading, 
masonry,  and  bridges;  the  extension  from  Antioquia  to  Canas 
Gordas,  difficult  ground,  at  $48,000  per  mile  ($30,000  per  kilo¬ 
meter)  ;  the  branch  to  Medellin  and  the  branch  to  La  Quiebra 
at  $32,000  per  mile  ($20,000  per  kilometer).  The  material  to 
be  moved  is  chiefly  red  or  yellow  clay,  loamy  or  sandy  to  some 
extent,  but  for  the  most  part  stiff*.  There  are  exposures  of 
slate  and  shale,  frequently  metamorpkic.  Here  and  there 
occur  beds  of  pumice  sand,  indurated.  Scattered  blocks  of 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


23 


basalt,  trachyte,  porphyry  and  granitoid  rock  may  be  said  to 
be  characteristic  of  the  whole  interandine  upland  explored  by 
this  party.  The  bowlders  in  the  river  bed  are  very  much  the 
same  everywhere.  South  of  the  Patia  Valley  comparatively 
little  clay  will  be  met.  Prom  the  point  of  entrance  of  the  corps 
into  that  valley  northward  it  is  a  predominant  material  in  u  ex¬ 
cavation.”  Solid  rock  occurs  so  rarely  and,  in  the  absence  of 
frost  there,  the  material  actually  existing  stands  at  so  steep  a 
pitch,  that  Mr.  Shunk  thinks  the  whole  line  might  be  estimated 
as  loose  rock  at  slopes  of  J  to  1  ®  £  to  1.  Nowhere  was  build¬ 
ing  stone  seen  in  the  bed.  It  is  found  only  in  the  stream  beds. 
There  it  abounds.  Streams  also  abound ;  so  that  by  means  of 
steam  crushers  ballast  might  be  provided  quite  conveniently. 
All  through  the  region  herein  reported  on  there  is  timber  for 
ties. 

On  June  7, 1892,  the  corps  set  out  northward  from  Medellin, 
down  the  valley  of  Rio  Porce,  and  followed  that  valley  through 
the  towns  of  Copacabana,  Jirardat,  and  Barbosa  to  the  bridge, 
a  short  distance  below  the  mouth  of  the  Bio  Grande. 

The  survey  there  was  diverted  from  the  immediate  valley  of  the  Porce 
and,  proceeding  along  the  highway  through  Pabon,  formerly  called  Hojas 
Anchas,  across  the  Rio  Guadalupe  to  Carolina,  thence  swung  northward, 
again  traversing  the  bridge  north  of  Rio  Guadalupe  to  the  Higueron  Sum¬ 
mit,  a  marked  depression  near  the  junction  of  the  Guadalupe  and  the  Porce, 
854  meters  (2,800  feet)  above  the  said  junction  on  one  hand  and  only  185 
meters  (605  feet)  above  the  San  Pablo  on  the  other.  Thence  the  line  was 
continued,  still  following  the  road  along  the  crest  of  the  divide  between 
the  Porce  and  Nechi  to  the  town  of  Anori,  where  the  corps  arrived  July  1, 
about  83  miles  (133  kilometers)  from  Medellin. 

At  Anori  the  corps  was  divided,  Mr.  Garrison,  with  section 
2,  traversing  the  highway  thence  through  Campamento,  Yaru- 
mal,  Turbaco,  and  Randal  to  C&ceres,  and  Mr.  Shank,  with  sec¬ 
tion  1,  going  to  the  same  destination  by  way  of  the  hamlets  of 
El  Indio,  Cruces  de  Anori,  Zea,  and  Cruces  de  Caceres  and  the 
valleys  of  the  Beguquillo  and  Cauca.  The  corps  reassembled 
at  Caceres  July  21,  section  2  some  days  in  advance  of  section 
1,  the  former  having  made  73  miles  of  survey,  the  latter  84. 

From  Caceres  Mr.  Shunk  had  expected  to  be  able  to  cross 
northwestwardly  to  the  divide  between  the  San  Jorge  and  the 
Sinu  to  a  point  about  20  miles  (30  kilometers)  southward  from 
the  Cienaga  Betanci.  It  was  learned,  however,  that  the  trail 
in  that  direction  did  not  go  through,  that  it  was  in  bad  condi¬ 
tion,  and  was,  furthermore,  a  mere  footpath,  never  yet  passed 


24 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


nor  made  to  be  passed  by  pack  animals.  However,  as  the  flat¬ 
ness  of  the  country  would  admit  a  line  in  almost  any  direction, 
the  failure  to  proceed  as  anticipated  became  less  important. 
Therefore  the  Cauca  Eiver  was  descended  in  canoes  about  30 
miles  (48  kilometers)  to  Cucliaral,  the  port  of  Ayapel.  Oucha- 
ral  is  a  hamlet  of  one  house.  The  animals,  sent  ahead  light 
by  land,  were  one  week  in  making  the  journey.  At  Cucliaral 
the  corps  again  divided,  section  1,  with  the  surplus  baggage 
(everything  that  could  be  spared  from  the  held),  going  down 
Cauca  River  in  a  canoe,  and  section  2  prosecuting  the  sur¬ 
vey  by  way  of  Ayapel,  Saha  gun,  Corozal,  San  Juan,  and  Tur- 
baco  to  the  Plaza  of  the  Patriots,  in  Cartagena,  208  miles  (334 
kilometers)  from  Cucliaral.  Section  1  arrived  in  Cartagena 
August  7,  section  2  August  26,  1892. 

From  Medellin  to  tlie  neighborhood  of  the  Guadalnpe-Poroe  junction 
work  will  he  comparatively  light,  the  lower  portion  of  the  valley,  north 
of  Barbosa,  somewhat  more  difficult  than  the  upper.  On  the  whole, 
Juniata  Valley  work.  The  section  of  the  line  ascending  from  Porce 
Valley,  crossing  the  Guadalupe  and  tunneling  Higueron  Summit,  is  exceed¬ 
ingly  rough  ground.  The  Guadalupe  viaduct  would  he  about  250  feet 
(76  meters)  high  and  1,200  feet  (366  meters)  long.  Higueron  Tunnel  is 
projiosed  to  he  2,000  feet  (604  meters)  long,  at  an  elevation  of  4,625  feet 
(1,410  meters)  above  sea,  475  feet  (145  meters)  below  the  summit,  2,325 
feet  (709  meters)  above  the  Guadalupe-Porce  junction,  and  130  feet  (40 
meters)  above  San  Pablo  at  its  western  portal.  The  elevation  of  Higueron 
Summit  is  5,100  feet  (1,555  meters)  above  the  sea.  A  gradient  of  2  per 
cent  has  been  assumed  on  the  approach  from  the  Porce,  in  order  to  cross 
the  Guadalupe  above  the  u  Salto”  (falls)  and  to  provide  for  future  better¬ 
ments  of  line  without  exceeding  the  maximum  gradient  used  elsewhere. 
From  Higueron  Tunnel  the  location  would  follow  San  Pablo  Valley  to  the 
Nechi  and  descend  along  the  latter  stream  to  the  vicinity  of  the  Medio 
Luna,  thence  developing  up  the  Quebrada  Dorada  to  the  divide  (3,050’ 
feet,  930  meters),  sloping  northward  to  the  waters  of  Rio  Neri,  whence  a 
descent  is  made  to  the  proposed  crossing  of  Cauca  River,  about  5  miles 
(8  kilometers)  south  of  Ciiceres.  The  work  on  this  section  is  not  excessive. 
Mr.  Garrison  reports  it  to  be  on  the  whole  an  easy  country,  presenting 
no  special  difficulties,  “  merely  a  question  of  fitting  the  line  to  the  ground 
and  adjusting  it  to  the  topography  of  the  streams.” 

From  Medellin  to  the  Cauca,  near  C^ceres,  the  rock  formation  is  gold 
bearing,  Antioquia  being  i>reeminently  at  present  the  gold-bearing  State 
of  the  Colombian  Union.  Excavation  would  be  mainly  variegated  clays, 
shales,  slates,  and  schists,  more  or  less  metamorphic. 

It  is  to  be  observed  that  neither  of  the  lines  on  the  reach 
between  the  Rio  Grande  and  the  Cauca,  near  Cdceres,  lies  near 
the  prospective  location,  though  occasional  views  of  that 
prospective  ground,  from  overlooking  heights,  were  obtained 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


25 


by  the  surveyors.  The  line  traced  by  Mr.  Shunk  north  of 
Anon  was  designed  as  a  reserve  against  a  contingency  of 
defeat  on  the  western  line.  Maps  being  very  imperfect,  and 
his  information  leading  him  to  fear  a  prohibitory  summit  in  the 
cordillera  along  Cauca  River,  bethought  it  prudent  to  examine 
the  Quebrada  Cruces  de  Caceres,  with  a  view,  if  necessary,  to 
exit  that  way  from  the  valley  of  the  Yechi.  Mr.  Garrison’s 
happy  discovery  of  the  summit  at  the  head  of  Quebrada  Do- 
rada  superseded  Mr.  Skunk’s  individual  work  and  is  unques¬ 
tionably,  so  far  as  can  be  judged  at  present,  the  proper  ground 
for  a  railroad  from  Medellin  to  Caceres.  A  partial  alternative 
might  deviate  from  the  junction  of  the  San  Pablo  and  Yaru- 
mal,  which  form  the  Nechi,  to  Anori,  and  thence,  descending 
toward  the  village  of  Tami,  connect  with  the  proposed  loca¬ 
tion  part  way  up  Quebrada  Dorada.  Mr.  Shunk  is  of  the  opinion 
that  an  alternative  is  feasible  from  the  same  point  of  depar¬ 
ture  as  the  foregoing,  by  way  of  the  Quebradas,  Yarumal,  and 
Oro,  and  thence  down  the  eastern  flank  of  Cauca  Y alley,  through 
Raudal,  to  Cauca  crossing. 

Objections  to  this  line  are  the  height  of  summit  west  of  Yarumal,  7,500 
feet  (2,280  meters)  above  the  sea,  and  a  greater  length  of  20  miles  (32  kilo¬ 
meters)  as  compared  with  the  proposed  location.  The  crossing  of  the 
Cauca  River  south  of  Caceres  would  approximate  700  feet  (213  meters)  in 
length;  the  banks  firm,  east  side  bluff,  west  side  fiat  for  a  short  distance; 
depth  of  water  at  ordinary  stage,  8  to  10  feet  (3  meters),  with  a  flood 
range  making  it  12  feet  (4  meters)  deeper  at  high  water.  Bottom,  shingle. 
Piers  to  be  founded  like  those  in  the  Allegheny,  at  Pittsburg.  No  cross¬ 
ing  of  the  Cauca  equal  to  this  or  at  all  comparable  with  it  anywhere  down¬ 
stream  was  seen.  Below  Caceres  the  river  soon  enters  flat  ground  and 
laces  the  adjacent  country  with  bayous. 

Mr.  Shunk’s  line  from  Anori,  by  way  of  Cruces  de  Caceres, 
calls  for  no  particular  remark,  being  about  25  miles  (40  kilo¬ 
meters)  longer  than  the  proposed  location.  The  summit  near 
Tamana  mines,  2,300  feet  (701  meters),  is  considerably  lower 
than  that  at  the  head  of  La  Dorada,  3,050  feet  (930  meters) ; 
but  in  every  other  respect  the  line  is  at  a  disadvantage.  Prom 
the  Cauca  crossing  no  material  obstacle  exists  to  a  line  north¬ 
westward  to  the  upland  between  the  Rivers  San  Jorge  and 
Sinn,  whence,  trending  northeastward,  it  merges  in  a  surveyed 
line  north  of  Ayapel  and  follows  that  survey,  with  occasional 
slight  deviations,  to  Cartagena.  After  passing  Ayapel,  the 
country  is  rolling  prairie  and  timber,  better  populated  and 
better  utilized  than  any  region  of  like  extent  seen  by  Mr. 


26 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


Shunk  in  South  America.  It  is  a  very  rich  farming  and  cattle 
district.  The  only  high  ground  met  was  the  “Paloma”  ridge, 
rising  about  1,000  feet  (300  meters)  above  tide  between  San 
Juan  and  Cayetano;  but  it  would  be  taken  on  the  slant,  with 
good  approach  spurs  both  sides,  and  yet  at  moderate  cost.  The 
general  elevation  of  the  plane  north  of  Ayapel  is  120  to  150 
meters  (400  to  500  feet)  above  tide.  It  ascends  northwest¬ 
wardly  and  culminates  in  the  Paloma.  The  approximate  cost 
of  grading,  masonry,  and  bridges  from  Medellin  to  Cartagena 
is  estimated  as  follows : 

24.85  miles  from  Medellin  to  Barbosa,  40  kilometers,  at  $12,000  .  $480,  000 

38.52  miles  from  Barbosa  to  foot  of  Hi  gueron -tunnel  gradient,  62  kilometers,  at 

$15,000  .  930,000 

13.67  miles  from  foot  of  tunnel  gradient  to  western  portal,  22  kilometers,  at 

$45,000  .  990,000 

55.92  miles  from  Higueron  tunnel  to  and  across  Cauca  River  south  of  Caceres, 

90  kilometers,  at  $15, 000 . : .  1,350,000 

239.86  miles  from  Cauca  crossing  to  Cartagena,  386  kilometers,  at  $12,000  .  4,  632,  0C0 

Approximate  cost .  8,382,000 

Average,  $22,500  per  mile;  $14,000  per  kilometer. 

The  railroads  now  building  would  reduce  the  length  of  line 
to  be  built  30  miles  (48  kilometers)  from  Medellin  northward, 
and  25  miles  (40  kilometers)  from  Cartagena  southward.  Tim¬ 

ber  for  ties,  stone  for  masonry,  and  water  will  be  found  on  the 
line  or  near  by  throughout  its  length.  From  the  San  Jorge 
crossing,  25  miles  (40  kilometers)  northwest  of  C^ceres,  a  line 
about  75  miles  (120  kilometers)  in  length  is  believed,  from 
trustworthy  information,  to  be  feasible  over  the  low  western 
ridge  to  Pavarandocito  on  the  Sucio. 

Maps  of  the  line  from  Quito  to  Medellin  have  already  been 
received  and  are  on  file  in  the  central  office  in  Washington. 

Owing  to  the  unsuitableness  of  the  season  at  the  time  of  Mr. 
Shunk’s  arrival  in  the  lower  Cauca  Valley,  it  was  not  advisable 
to  attempt  a  survey  of  the  Isthmus  of  Panama  at  that  date, 
consequently  he  has  been  transferred  from  Cartagena  to  San 
Jose  de  Costa  Rica,  with  orders  to  begin  a  line  at  some  suitable 
point  in  that  neighborhood  and  work  southward  toward 
Panama,  reaching  the  isthmus  in  February,  a  favorable  season 
for  operations  in  that  unhealthy  region,  and  make  connection 
with  the  northwestern  terminus  of  his  line  in  Colombia  at 
Canas  Gordas.  He  sailed  from  Cartagena  on  the  16th  of  Sep¬ 
tember  and  reached  the  capital  of  Costa  Rica  the  26th  of  the 
same  month. 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


27 


SOUTH  AMERICA. 

Corps  No.  3. 

J.  Imbrie  Miller,  Engineer  in  Charge. 

W.  D.  Kelley,  Assistant  Engineer. 

J.  R.  Kurtz,  Assistant  Engineer. 

Winter  L.  Wilson,  Topographer. 

Algernon  B.  Alderson,  Draftsman. 

J.  Douglas  Forster,  Junior  Assistant. 

Charles  W.  Rush,  TJ.  S.  Navy,  Surgeon. 

This  party  was  assigned  the  survey  of  the  line  from  Quito 
southward  through  Ecuador  and  Peru  to  Cuzco,  the  ancient 
capital  of  the  latter  country. 

The  engineers  sailed  on  April  10, 1891,  from  New  York,  with 
those  of  the  second  corps;  but  as  Mr.  Miller  had  been  in¬ 
structed  to  proceed  in  advance  to  Peru,  to  gather  information 
regarding  the  route,  he  turned  over  his  party  to  the  engineer 
in  charge  of  corps  No.  2,  and  sailed  direct  to  Callao,  arriving 
April  27. 

He  reports  having  been  courteously  received  and  hand¬ 
somely  entertained  by  the  United  States  minister  to  Peru,  Mr. 
John  Hicks;  by  the  secretary  to  the  United  States  legation, 
Mr.  Bieliard  B.  Neill;  by  Admiral  Brown  and  officers  of  the 
flagship  San  Francisco ,  and  by  private  residents  of  the  capital. 

Attache  Ensign  W.  E.  Salford,  U.  S.  Bavy,  on  special  duty 
in  Peru  in  connection  with  the  Columbian  Exposition,  kindly 
acted  as  interpreter. 

Interviews  wnre  secured  with  Gen.  Bemijio  Morales  Ber¬ 
mudez,  the  President  of  the  Bepublic,  and  with  the  secretaries 
and  other  Government  officials  thought  to  be  most  able  to  for¬ 
ward  the  interests  of  the  Commission.  Letters  of  introduction 
from  Mr.  Leffert  L.  Buck,  the  commissioner  from  Peru,  to  El 
Senor  Dn.  Ernesto  Malinowski,  Mr.  Edward  Thornton,  and 
other  distinguished  civil  engineers  procured  much  useful 
information.  Through  El  Senor  Malinowski  permission  was 
accorded  to  visit  the  Geographical  Society  of  Lima  and  trace 
portions  of  Bairn undi’s  new  map  of  Peru.  Copies  of  the  text 
of  this  important  work  were  presented. 

May  6,  nine  days  after  landing,  the  engineer  started  for 
Guayaquil,  arriving  there  May  10,  and  at  Quito  May  20. 

El  Senor  J.  M.  P.  Caamano,  governor  of  the  Province  of 


28 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


Guayas,  furnished  transportation,  as  liad  already  been  done  for 
the  double  engineer  corps  with  Mr.  Shunk.  On  arrival  at  camp, 
3  miles  north  of  Quito,  the  supplies  were  inspected  and 
repacked,  instruments  adjusted,  riding  horses  and  pack  mules 
purchased,  and  a  few  natives  exercised  in  field  duties,  so  that 
on  June  1  the  third  corps  camp  was  moved  12  miles  south  of 
Quito. 

The  next  day  both  the  second  and  third  corps  commenced 
work  on  the  railroad  survey  at  Quito,  the  third  corps  working 
southward,  taking  a  belt  contour-line  topography  from  3  to  5 
miles  in  width,  including  all  available  ground  for  railroad  loca¬ 
tion  on  the  Quito  route,  and  also  connecting  with  the  main 
valley  route  eastward  of  Quito,  surveyed  by  Mr.  Shunk. 

From  June  2  to  October  31  (five  months)  the  corps  com¬ 
pleted  507  miles  of  careful  instrumental  surveys,  equal  to  a 
little  more  than  100  miles  per  month,  of  which  80  miles  per 
month  were  on  the  main  route  south  of  Quito. 

The  compass  and  barometer  were  only  used  as  checks  on  the 
instrumental  alignment  and  levels,  the  measurements  being 
taken  with  the  stadia,  the  ground  being  too  broken  for  accu¬ 
rate  use  of  chain  or  odometer. 

On  October  31  the  survey  reached  a  point  60  miles  south  of 
Loja,  in  Ecuador,  near  the  border  of  Peru,  and  415  miles  from 
Quito  by  main  survey. 

Some  of  the  principal  points  on  the  location  are  noted  below, 
with  the  distances  from  Quito,  the  altitudes  above  ocean  level, 
and  their  respective  populations. 


Quito . 

Zero  Monument  .... 
Santa  Kosa  Summit. 
Amaguana  Bridge . . 

Uyumbicho . 

Tambillo . 

Machaclii . 

Tiopullo  Summit. . . . 

Latacunga . 

San  Miguel . 

Ambato . 

Mocha . 

Chimborazo  Summit 

Chuquipogio . 

Cajabamba . 


1  From 
Quito. 

Altitude. 

Popula¬ 

tion. 

Miles. 

Feet. 

9,  350 

80, 000 

1 

9,  325 

101 

9,  986 

11 

8, 470 

2, 000 

12 

8,850 

2, 000 

14 

9,  250 

3,  000 

22 

9,  760 

8, 000 

34 

11,540 

574 

9,177 

15, 000 

654 

8,  786  | 

3, 000 

81 

8,304 

18, 000 

954 

10,810 

3, 000 

102 

12,000 

106 

11,716  j 

1201  | 

10,715  ; 

4,  000 

INTERCONTINENTAL  RAILWAY  COMMISSION. 


29 


!  Fiona 
j  Quito. 

Altitude. 

Popula¬ 

tion. 

!  Miles. 

.{  121 

Feet. 

10,  631 

4, 000 

134J 

10, 454 

1,000 

138 

10,  080 

8,000 

148 

11,  650 

1,000 

155J 

9,784 

1,500 

161 

7,857 

3,000 

1721 

7,  632 

2, 500 

197 

11, 160 

203i 

9,  990 

1,000 

205 

|  10, 368 

5, 000 

213| 

10,  888 

!  2271 

8,  840 

3, 000 

1  231 

8, 494 

6, 000 

2341 

8, 100 

200 

247 

8,  COO 

40, 000 

Place. 


Columbe . 

Guamote . 

Palmyra . 

Tigsan . 

Alausi . 

Chunchi . 

Azuay  Summit 

Tambo . 

Cauar . 


Azogues . 


Cuenca 


From  Quito  to  Loja  tlie  survey  follows  the  valley  of  the 
Andes  between  the  Maritime  and  Central  Cordillera.  This 
valley  is  crossed  by  numerous  mountain  spurs,  each  of  which 
divides  the  drainage  (as  at  Tiopullo,  Azuay,  etc.),  and  the  en¬ 
gineering  problem  is  to  cross  these  summits  with  suitable  gra¬ 
dients  and  alignment,  and  at  the  same  time  avoid  as  much  as 
possible  the  numerous  deep  ravines  along  the  mountain  slopes. 

The  line  from  Quito  to  Cuenca  presents  no  extraordinary 
engineering  features  excepting  high  viaducts  and  somewhat  of 
a  lack  of  good  .building  materials  adjacent  to  the  work. 

South  of  Cuenca  the  ground  is  very  broken  and  in  places 
covered  with  dense  forests,  the  cross  ridges  being  frequent  and 
irregular. 

Both  at  Cuenca  and  Loja  and  elsewhere  the  Government 
officials  and  private  citizens  were  very  prominent  in  showing 
attention  to  the  officers  of  the  Commission,  and  the  leading 
ladies  made  silk  American  flags  to  grace  the  banquet  tendered 
the  engineers. 

To  El  Sehor  Antonio  Borero,  governor  of  the  Province  of 
Cuenca,  and  El  Sehor  Ulpiano  Yaldivieso,  governor  of  the 
Province  of  Loja,  grateful  mention  is  due.  The  latter  was  good 
enough  to  cash  bank  drafts  on  Guayaquil,  so  as  to  save  delay 
in  carriage  of  specie  required. 

The  weather  proved  wet  and  cold  at  the  high  altitude  selected, 
and  there  was  considerable  sickness  caused  by  exposure.  Mr. 
Miller,  the  chief  of  the  party,  was,  soon  after  his  arrival  at 
Quito,  attacked  by  a  malady  to  which  persons  unaccustomed 


30 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


to  tliese  high  altitudes  are  somewhat  subject,  aud,  although 
warned  by  the  surgeon  of  the  party  aud  by  resident  physicians 
that  he  ran  great  risk  by  remaining  in  the  country,  he  refused 
to  return  home  until  after  two  relapses,  when  he  was  so  much 
reduced  in  strength  that  he  had  to  be  carried  to  the  coast  in  a 
litter.  Great  credit  is  due  Mr.  Miller  for  the  very  satisfactory 
work  and  good  progress  of  his  party,  as  well  as  for  his  pluck 
in  remaining  so  long  at  the  serious  risk  of  his  life. 

Mr.  William  B.  Sorsby,  United  States  consul-general  for 
Ecuador,  and  Mr.  Martin  Beinberg,  the  vice-consul,  were  very 
attentive  to  the  interests  of  the  Commission. 

Upon  his  return  to  the  United  States  Mr.  Miller  submitted 
the  following : 


Estimate  of  cost  of  railway,  Quito  to  Cuenca. 

[271. 7  miles  single  track  (main  and  side  tracks),  main  track  247  miles.] 


Gold  values. 

Excavations  and  tunnels .  $5, 203, 461. 35 

Masonry  and  riprap .  1, 295, 576. 00 

Iron  viaducts  and  girders .  2,  392, 040. 00 

Fencing,  guards,  road  ciossings,  etc .  248,500.00 

Land  damages .  150,000.00 

Engineering,  legal  expenses,  and  incidentals,  .05 .  464, 478.  86 


Total .  9,754,056.11 

Cost  of  roadway  only . per  mile. .  35, 900. 10 


Track  and  ballast .  2,037,750.00 

Telegraph .  98, 800. 00 

Passenger,  freight,  and  water  stations .  322,900.00 

Engine  houses  and  repair  shops .  175, 000. 00 


Total  .  12,388,506.11 

Total  cost  without  rolling  stock  . . . .• . per  mile. .  45,  596.  83 


The  prices  upon  which  the  estimate  is  based  are  as  follows: 


Earthwork . per  cubic  yard 

Solid  rock . -do . 

Tunnels . per  running  foot 

Riprap . per  cubic  yard 

Arch  culverts . do . 

Iron  work  erected . per  pound 

Track  and  ballast  complete . per  mile 

Loose  rock . per  cubic  yard 

Foundations . do . 

Box  culverts . do . 

Abutments . do . 


$0. 25 
1.25 
75.  00 
2.  00 
10.  00 
•07| 

7, 500.  00 
.  75 
.50 
6.  00 
8.  00 


Upon  the  departure  of  Mr.  Miller  from  Ecuador,  Mr.  W.  D. 
Kelley  was  placed  in  charge  of  the  corps  and  successfully  con¬ 
ducted  the  survey,  under  trying  circumstances,  to  Cuzco. 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


31 


Messrs.  Kelley,  Wilson,  and  Forster,  constituting  tbe  field 
force,  left  Loja  on  the  19th  of  October,  1891,  and  reached  the 
Peruvian  line  on  the  26th  of  November,  covering  a  distance 
of  72  miles.  At  Loja  it  became  necessary  to  reorganize  the 
camp,  purchase  fresh  mules,  and  hire  new  men.  The  first  hired 
by  public  advertisement  became  frightened  at  the  prospect 
ahead,  and  refused  to  enter  the  mountains  through  fear  of  the 
Indians  and  the  wild  beasts.  Requisition  was  accordingly 
made  upon  the  governor  for  the  usual  forced  “peon”  labor  for 
linemen  and  mule  drivers,  the  former  being  paid  by  contract 
to  move  the  main  camp,  consisting  of  Messrs.  Kurtz,  Alderson, 
Rush,  and  Bosanquet,  who  had  in  charge  the  necessary  pro¬ 
visions  to  carry  the  party  through  the  unpopulated  section 
between  Loja  and  the  first  considerable  towns  in  Peru.  The 
help  thus  obtained  moved  the  main  camp  a  distance  of  ten 
leagues  on  the  2d,  3d,  and  4th  of  November,  but  on  the  night 
of  the  latter  date  the  natives  escaped  from  camp  and  ran 
away.  Requisition  was  again  made  upon  the  governor  for 
more  men  and  the  necessary  guard  of  soldiers.  The  men  could 
not  be  obtained,  but  12  soldiers  under  a  captain  were  by  per¬ 
mission  of  the  Ecuadorian  Government  procured.  These  sol¬ 
diers  moved  the  camp,  under  charge  of  Mr.  Kurtz,  a  further 
distance  of  2J  leagues  to  a  summit  of  the  cordillera  called 
Savanilla. 

It  was  now  the  20th  of  November,  the  members  of  the 
camp  being  disheartened,  and,  after  holding  a  meeting  in  the 
rain,  decided  to  return  to  Loja,  thus  leaving  the  advance  party 
without  proper  provisions.  Mr.  Kurtz,  being  too  ill  with  rheu¬ 
matism  to  continue  on,  remained  at  Loja  some  time  and  finally 
returned  to  the  United  States,  having  been  actually  employed 
in  the  field  less  than  three  weeks.  Mr.  Bosanquet,  however, 
makes  a  trip  on  foot  through  the  forests  and  reports  to  Mr. 
Kelley  the  condition  of  affairs.  Bosanquet  is  then  placed  in 
absolute  charge  of  the  main  camp,  and  receives  orders  to 
return  to  Loja,  reorganize,  and  conduct  the  main  camp  by 
another  route  until  he  overtakes  the  survey  camp  under  Mr. 
Kelley,  which  was  successfully  accomplished,  the  reunion  tak¬ 
ing  place  at  Cajabamba,  Peru,  February  5, 1892,  Mr.  Alderson 
and  Dr.  Rush  accompanying  Mr.  Bosanquet.  The  action  of 
Mr.  Bosanquet  in  making  a  trip  on  foot  through  this  wild 
region,  leading  a  mule  packed  with  provisions  for  the  three 
surveyors  in  advance  hidden  in  the  depths  of  the  forest,  was 


32 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


highly  commendable,  and  probably  prevented  an  unfortunate 
delay  in  the  prosecution  of  the  enterprise  if  not  the  loss  of  life. 

From  Loja  southward  the  line  as  surveyed  has  a  gradual 
ascent  for  7  miles  to  the  summit  of  Cajanuma,  8,302  feet, 
in  a  flat  open  country,  thence  to  a  summit  of  the  cordillera, 
elevation  9,350  feet,  35  miles  distant  from  Loja  by  a  meander¬ 
ing  liue  along  the  mountain  side,  the  small  villages  of  Vilca- 
barnba  and  Yangana  lying  to  the  westward  below.  After 
crossing  over  to  the  headwaters  of  the  Amazon,  the  line  runs 
through  a  very  mountainous  region  covered  with  dense  forests 
as  far  as  the  Bio  Canchis,  only  an  occasional  Indian  hut  being 
encountered,  the  section  almost  destitute  of  food  and  resources, 
the  canned  supplies  brought  from  the  United  States  having 
been  the  main  dependence.  The  mountain  streams  carry 
some  gold,  and  signs  of  other  metals  are  apparent,  but  owing 
to  the  remoteness  of  the  locality  and  its  inaccessibility,  it 
would  not  be  profitable  to  work  mines  in  this  section  at  pres¬ 
ent.  At  this  time  very  long  stadia  sights  and  barometer 
checks  had  to  be  resorted  to  in  order  to  make  sufficient  head¬ 
way  to  prevent  being  inclosed  between  the  swollen  mountain 
torrents,  for  the  rainy  season  was  on  in  full  force  and  the 
region  was  devoid  of  food  supplies.  The  precipitous  moun¬ 
tains  and  the  dense  forests,  requiring  much  chopping,  all 
tended  to  delay  the  work,  but  by  clearing  the  hilltops,  strip¬ 
ping  the  trees  of  bark,  erecting  cross-arms  thereon  and  utiliz¬ 
ing  them  as  stadia  rods,  maximum  sights  of  about  six  miles 
were  obtained  and  the  necessary  rate  of  progress  secured. 
The  Indian  help  was  short;  many  had  the  fever,  much  of  the 
work  being  in  the  rain  and  mud.  Both  men  and  animals  became 
greatly  fatigued,  and  the  latter  having  no  feed  except  vines, 
all  exercised  an  unfavorable  influence  upon  the  speed  of  the 
work. 

Mention  is  due  of  the  kindness  of  Dr.  Castillo,  dean  of  the 
cathedral  of  Loja,  for  the  supplies  he  personally  furnished  and 
for  his  orders  to  the  Indian  communities  to  supply  provisions 
to  the  surveying  party  and  feed  for  their  animals. 

The  next  reach  in  the  survey  is  that  extending  from  the 
northern  boundary  of  Peru  to  Cajamarca,  a  distance  of  191 
miles.  From  the  frontier  southward  the  same  mountainous 
country  continues  for  about  50  miles,  when  the  flat  bottom 
lands  of  the  valley  of  the  Maranon  are  encountered  at  an 
elevation  above  sea  level  of  3,000  feet.  These  are  low,  hot, 


INTERCONTINENTAL  RAILWAY  COMMISSION.  33 

and  sandy,  the  trees  of  the  forest  being  replaced  by  a  low, 
hardy  growth  of  thorny  bushes,  with  woods  in  patches.  In 
This  section  numerous  insects  are  found,  while  the  climate  is 
unhealthy.  The  line  was  run  so  as  to  skirt  along  the  edges  of 
the  foothills,  through  the  old  town  of  Jaen,  and  reached  the 
Maranon  Kiver  at  a  point  76  miles  from  the  Ecuadorian  fron¬ 
tier  and  12  miles  south  of  Jaen,  at  an  elevation  of  2,550  feet, 
thence  following  the  western  bank  of  the  river,  in  an  upstream 
direction,  a  distance  of  20  miles  to  an  elevation  of  2,957  feet, 
when  such  abrupt  projecting  spurs,  4,000  feet  in  height,  alter¬ 
nating  with  deep-cut  cross  gorges  at  right  angles  to  the  line, 
were  encountered  that  it  became  impracticable  to  adhere  to 
the  valley  any  longer,  and  the  surveyors  were  forced  to  carry 
the  line  to  the  right  and  up  on  the  table-lands.  At  the  point 
where  the  valley  was  left  the  character  of  the  ground  was  bar¬ 
ren  sand  and  rocks,  the  region  was  without  population ,  with¬ 
out  mule  trails,  and  without  provisions  for  man  or  beast. 

The  survey  of  the  Maranon  Valley  can  best  be  accomplished 
by  starting  at  the  headwaters  near  Oerro  de  Pasco  and  descend¬ 
ing  the  stream. 

By  ascending  to  the  plateaus,  as  indicated  above,  the  pre¬ 
liminary  line  traversed  the  richest  mineral  and  agricultural 
sections  of  the  interior  of  Peru  all  the  vray  to  Guzco  and 
passed  through  the  principal  towns  and  capitals,  whereas,  had 
the  conditions  along  the  Maranon  been  favorable  to  the  prose¬ 
cution  of  the  survey  in  an  upstream  direction,  as  was  originally 
intended  by  the  Commission,  the  line  would  have  been  run, 
it  appears,  through  a  region  without  population  and  without 
present  resources.  It  is  desirable  that  the  alternative  elevated 
line  from  Loja,  Ecuador,  to  the  neighborhood  of  Chota,  Peru, 
should  be  surveyed  in  the  near  future.  Owing  to  the  small 
size  of  the  field  party,  three  engineers  and  a  few  Indian  helpers, 
and  the  scanty  supply  of  the  plainest  food,  it  was  not  practi¬ 
cable  for  Mr.  Kelley  to  make  other  route  inspections  while  push¬ 
ing  his  line  over  the  best  route  that  the  limited  information 
obtainable  indicated.  Cajamarca,  the  capital  of  the  depart¬ 
ment  of  the  same  name,  was  safely  reached  on  the  15th  of 
January,  1892,  and  ten  days  were  then  devoted  to  recuperating 
the  worn-out  mules,  making  records,  and  developing  certain  sec¬ 
tions.  At  this  town,  the  Prefecto,  El  Sehor  Dn.  M.  O.  Vargas, 
hospitably  entertained  the  engineers  at  the  prefectura  for  ten 
days,  cared  for  and  fed  the  mules,  all  without  charge.  A  ban- 
14607 - 3 


34 


INTERCONTINENTAL  RAILWAY  COMxMISSION. 


quet  was  given  the  engineers  and  other  evidences  of  the 
friendly  feelings  entertained  by  the  Peruvians  towards  the  com¬ 
mendable  scheme  of  an  intercontinental  railway  were  ex¬ 
hibited. 

The  line  from  the  Ecuadorian  frontier  to  Cajamarca,  with 
the  exception  of  about  30  miles  through  the  bottom  lands  of 
the  Maranon,  would  be  expensive  and  would  require  maximum 
gradients  and  curvatures,  but  when  the  final  location  is  made 
it  is  believed  that  the  elevated  alternative  between  Loja  and 
Cajamarca  would  be  the  one  adopted.  Along  the  southern 
end  of  this  line  there  are  several  considerable  towns.  Near 
Buena  Vista  and  Jaen  coffee,  tobacco,  and  cocoa  are  grown  in 
limited  quantities,  and  much  more  could  readily  be  produced, 
but  in  the  absence  of  means  of  transportation  to  the  outside 
world  there  is  no  incentive  for  such  extension.  Near  Oaja- 
marca  there  are  extensively  worked  silver  mines,  bituminous 
coal  fields  of  good  quality  and  ample  quantity,  together  with 
productive  agricultural  lands.  At  this  point  the  Maranon 
River  lies  about  40  miles  to  the  eastward. 

The  next  reach  of  the  survey  is  that  extending  from  Caja¬ 
marca  to  Huaraz,  a  distance  of  225  miles  as  measured  on  the 
prelimin ary  line.  The  engineers  left  Cajamarca  4 anuary  25  and 
reached  Huaraz  March  12,  1892.  From  near  the  former  town 
the  line  descends  through  a  broad,  open  valley  to  a  junction 
with  the  Rio  Huamachuco  for  a  distance  of  about  35  miles  to 
an  elevation  of  7,500  feet  (the  Maranon  being  15  miles  east¬ 
ward),  thence  ascends  the  former  stream  to  its  source  and  to 
the  top  of  the  main  cordillera  of  the  Andes,  at  which  point  a 
spur  of  somewhat  higher  elevation  and  with  snow-capped  peaks 
runs  eastwardly  to  the  Maranon.  Here  two  alternatives  pre¬ 
sented  them  selves,  the  eastern  one  on  the  Maran  on  slope  of  the 
main  cordillera  and  the  western  one  on  the  Pacific  slope.  The 
former  would  require  tunneling  through  the  numerous  spurs 
and  cross  at  right  angles  the  deep  gorges  and  waterways  lead¬ 
ing  to  the  Maranon  for  a  distance  of  nearly  150  miles,  and  would 
traverse  a  country  very  rough,  but  little  populated  and  of  mea¬ 
ger  natural  resources.  The  latter  crosses  the  main  cordillera 
on  the  surface  at  an  elevation  of  13,020  feet  and  after  a  dis¬ 
tance  of  90  miles  enters  the  beautiful  valley  of  the  Rio  Santa, 
also  called  the  “Callejon  de  Huailas,”  thus  enabling  the  line  to 
be  carried  in  its  true  southerly  direction  by  easy  grades  up  this 
valley,  which  is  by  far  the  most  fertile  portion  of  Peru,  with 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


its  large  towns,  thickly  populated  roadsides,  rich  mineral  lands 
both  east  and  west,  gold  and  silver  predominating.  These 
mines  are  worked  on  a  large  scale,  as  easy  communication  with 
the  coast  permitted  the  introduction  of  heavy  machinery  and 
supplanted  the  handling  of  the  ores  by  the  primitive  methods 
of  manual  labor  formerly  in  vogue. 

Lower  down  in  the  same  valley  is  the  sugar  cane,  while  to  the 
eastward,  in  an  almost  continuous  line,  rise  the  snow-capped 
summits  of  the  Andes,  thus  affording  within  a  few  hours’ 
journey  all  degrees  of  climate,  temperature,  and  vegetation. 
For  the  above  reasons,  the  latter  route  was  the  one  selected 
by  Mr.  Kelley,  and  in  his  opinion  has  proven  the  better.  The 
gold  districts  of  Pallasca  and  Cabana,  the  richest  in  Peru,  are 
on  the  immediate  line  of  the  survey,  and  when  the  construc¬ 
tion  of  the  road  is  once  commenced,  the  nearness  to  the  coast 
and  the  facilities  for  getting  machinery  and  supplies  would 
lessen  the  cost  of  building.  Moreover,  the  Chimbote  railroad, 
which  was  destroyed  by  washouts,  is  likely  to  be  rebuilt  in  the 
near  future,  and  this,  with  the  local  traffic  here  existing,  in 
itself  remunerative,  all  confirm  the  advantages  of  the  Pacific 
to  the  Maranon  slope  of  the  Andes. 

The  surveyors  arrived  at  Cajabamba,  (10  miles  south  of  Caja- 
marca,  ou  the  3d  of  February  and  were  met  there  on  the  5th 
by  the  supply  camp  from  Loja  under  Messrs.  Bosanquet,  Alder- 
son,  and  Push.  This  latter  party,  being  under  mule  hire  to 
Caraz,  125  miles  farther,  continued  the  direct  line  of  march  to 
the  latter  place,  which  was  reached  February  21,  intending  to 
await  the  arrival  of  the  surveying  party  at  that  point  and  util¬ 
ize  the  time  in  drafting  the  maps  then  in  arrears.  On  the 
arrival  of  Mr.  Kelly’s  section  at  Caraz,  March  4,  he  found  the 
other  party  all  sick,  Mr.  Alderson  being  in  bed  with  a  high 
fever  and  not  in  condition  to  be  moved,  while  Dr.  Rush  and 
Mr.  Bosanquet  were  also  ill.  Under  these  circumstances  it 
was  impossible  for  Mr.  Bosanquet’s  party  to  continue  the  march 
to  Cerro  de  Pasco,  and  accordingly  as  soon  as  Mr.  Alderson 
could  be  moved  he  was  carried  to  the  coast,  and  he  with  Dr. 
Rush  returned,  via  Lima,  to  the  United  States,  where  they 
arrived  in  April,  1892.  Under  orders  from  the  Commission, 
Mr.  Bosanquet’s  party  was  disbanded  at  Lima,  and  he  in  person 
proceeded  to  join  Mr.  Kelley  in  the  field  at  Huancayo,  where 
he  arrived  May  10,  1892. 

The  unfortunate  illness  of  Messrs.  Kurtz,  Alderson,  and  Rush 


36 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


and  the  Savanilla  mishap,  all  show  the  difficulties  under  which 
the  survey  was  prosecuted  to  a  successful  end  by  the  un¬ 
swerving  determination  and  skillful  management  of  Mr. 
Kelley,  ably  seconded  by  Messrs.  Wilson  and  Forster,  who 
remained  with  him  to  the  end. 

The  next  stretch  of  survey  to  be  considered  is  that  from 
Huaraz  to  Gerro  de  Pasco,  a  distance  of  144  miles  as  measured 
along  the  preliminary  line  actually  run.  Leaving  Huaraz 
March  16,  Gerro  de  Pasco  wras  reached  April  6,  1892.  From 
the  former  toAvn  southward  the  line  ascends  by  easy  gradients 
and  cheap  construction  a  distance  of  16  miles  along  the  Rio 
Santa  to  the  town  of  Recauy,  situated  at  the  head  of  the  indus 
tries  of  the  valley  and  the  populous  district  and  where  are 
located  extensive  silver  smelting  works. 

At  Recauy  two  alternatives  present  themselves ;  but,  owing 
to  the  reduced  size  of  the  surveying  corps,  only  one  could  be 
examined:  First,  an  eastward  line  requiring  a  triple  crossing 
of  the  cordillera  via  Huallancaand  the  Marafion  slope  of  main 
chain  to  Gerro  de  Pasco.  Secondly,  a  westward  line  on  the 
Pacific  slope,  passing  by  Cajatambo  and  crossing  a  high  spur 
of  the  cordillera,  forming  one  of  the  above-mentioned  triple 
crossings.  The  former  route  passes  through  the  large  coal  and 
silver -mining  districts  of  Huallanca  and  enters  the  populous 
department  of  Huanuco,  which  is  very  fertile  and  productive. 
The  latter  crosses  a  spur  with  as  high  a  summit  as  that  of  the 
main  ridge,  but  without  the  coal  and  silver  industries  and 
population  to  recommend  it,  and  besides  would  require  a  steeper 
and  more  troublesome  ascent  in  order  to  attain  the  high  pampa 
of  Gerro  de  Pasco.  Under  these  circumstances  the  first  alter¬ 
native  was  selected  and  is  believed  by  Mr.  Kelley  to  be  the 
better  route,  although  before  final  location  the  other  should  be 
surveyed.  Kear  Recauy  the  main  cordillera  is  crossed  at  an 
elevation  of  14,927  feet  and  the  two  spurs  can  be  crossed  on 
the  surface  by  developing  the  line  along  the  rocky  and  snowy 
mountain  sides,  at  elevations  of  15,199  and  15,128  feet,  but  it 
is  believed  that  tunnels  here  would  be  preferable. 

Thence  descent  is  made  by  a  rather  narrow  valley  to  Hu¬ 
allanca,  wrhere  coal  is  abundant  in  quantity  and  is  of  good 
quality,  while  the  silver  ores  pay  as  high  as  $320  per  ton,  those 
as  low  as  $37  per  ton  being  cast  on  the  dump.  Smelting  works 
with  improved  machinery  are  being  established.  At  this  point 
hospitalities  were  extended  to  the  engineers,  while  the  pre- 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


37 


feet  and  certain  citizens  of  Huanuco,  32  leagues  distant,  came 
to  pay  their  respects  to  the  representatives  of  the  Commis¬ 
sion.  From  Huallanca  to  Cerro  de  Pasco,  84  miles,  owing  to 
the  crossing  at  right  angles  of  the  numerous  gorges  of  the 
headwaters  of  the  Maranon,  the  line  would  be  costly,  except  the 
last  15  miles  at  the  Cerro  de  Pasco  end.  This  latter  town  is 
famous  for  its  silver  mines,  its  business  industries,  and  exten¬ 
sive  commerce,  and  for  the  number  of  foreigners  to  be  found 
there.  Within  a  radius  of  12  miles  the  country  is  dotted 
with  small  mining  towns  and  haciendas  for  working  silver. 
There  is  a  railroad  3  leagues  long  from  the  mines  in  Cerro  de 
Pasco  to  the  reduction  works.  The  mines  are  mostly  under 
the  city,  and  in  addition  to  the  railroad  thousands  of  llamas 
are  used  to  transport  the  ore. 

The  city  has  an  elevation  of  14,293  feet  and  consequently  no 
timber  exists  in  its  immediate  vicinity,  but  barley  straw  grows 
in  scattered  patches,  but  never  produces  grain.  The  llamas 
graze  off  the  very  short  pampa  pasturage  while  mule  feed  has 
to  be  brought  from  a  distance.  Coal,  brought  some  10  leagues, 
is  used  by  the  smelting  works,  the  railroad,  and  the  richer 
families,  but  the  fuel  most  in  use  is  the  llama  dung,  gathered  in 
bags  by  the  Indian  women.  A  sun-dried  sod,  called  “champa,” 
is  also  used  for  the  same  purpose.  A  banquet  under  the 
auspices  of  El  Serior  Chavez,  acting  Prefecto  of  the  Depart¬ 
ment  of  Junin,  was  tendered  the  engineers  at  this  point,  while 
El  Senor  Vildasola,  United  States  vice-consul,  showed  many 
attentions.  Here  telegraphic  instructions  were  received  from 
the  central  office  in  Washington  to  continue  the  survey  to  Cuzco. 

After  reorganizing  his  party,  Mr.  Kelley  left  Cerro  de  Pasco 
on  the  18th  of  April  and  reached  Huancayo,  140  miles  distant, 
May  10.  From  Cerro  de  Pasco  southward  the  route  lies  across 
the  high  pampa  at  elevations  varying  from  13,400  to  14,000  feet 
above  sea  level,  and  passes  by  the  eastern  side  of  Lake  Junin. 
So  far  as  the  topography  of  the  country  is  concerned,  this  is 
the  cheapest  portion  of  the  line  to  be  constructed,  the  grades 
being  easy,  no  heavy  crossings  required,  and  a  good  alignment 
attainable.  However,  wooden  cross- ties  in  Cerro  de  Pasco  cost 
$1.25  each,  in  native  money,  and  prices  of  all  classes  of  com¬ 
modities  are  very  high.  After  leaving  Junin  the  line  passes 
over  a  slight  summit  (13,751  feet)  and  then  descends  by  a  tribu¬ 
tary  into  the  Bio  Oroya  Valley  to  the  town  of  the  same  name. 
The  route  followed  is  practically  that  of  the  Oroya  and  Cerro 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


<le  Pasco  Bailroad,  and  on  April  28  Mr.  Kelley’s  party  were  in 
camp  with  the  engineers  of  that  road  and  exchanged  elevations 
with  them.  Oroya  is  137  miles  from  Lima,  and  the  railroad  is 
already  built  from  the  latter  place  to  Oasapalca,  which  is  41£ 
miles  from  Oroya,  this  latter  distance  being  covered  by  mule 
traffic  in  one  and  a  half  days.  This  interval  is  noAV  under  con¬ 
struction,  and  it  is  expected  that  the  road  will  be  open  to  the 
public  by  the  1st  of  January,  1893.  From  Oroya  to  Huancavo, 
68  miles,  the  line  surveyed  follows  down  the  Oroya  Biver, 
encountering  no  difficulties,  and  for  the  last  28,  or  from  Jauja 
to  Huancayo,  passes  through  an  open  country,  rich  agricul¬ 
turally,  but  without  mineral  wealth,  at  elevations  varying  from 
9,000  to  10,000  feet.  This  section  is  claimed  to  be  adapted  to 
tea  culture,  although  none  is  grown  there  now.  It  contains 
many  large  towns,  and  the  construction  of  a  railroad  would 
develop  a  considerable  passenger  and  local  freight  traffic. 

After  enjoying  a  banquet,  the  surveyors  left  Huancayo  May 
13  and  reached  Ayacucho,  117  miles  distant,  June  1.  From 
Huancayo  southward  the  survey  continues  down  the  Oroya 
Biver  a  distance  of  47  miles  to  Izcuchaca,  at  an  elevation  of 
9,413  feet.  At  this  point  two  routes  became  available,*  the 
first  continues  down  the  Oroya  Biver  to  its  junction  with  the 
Bio  Huanta,  and  then  ascends  that  stream  to  Ayacucho.  The 
second  adheres  to  the  highlands  in  a  generally  straight  direc¬ 
tion.  The  first  having  been  surveyed  by  other  parties,  although 
it  may  be  the  better  of  the  two,  Mr.  Kelley  decided  to  follow 
the  second,  so  as  not  to  duplicate  the  surveys,  but  obtain  addi¬ 
tional  data.  The  line  as  actually  run  passes  some  towns  and 
is  not  far  from  the  rich  quicksilver  mines  of  Huancavelica, 
which  lie  to  the  westward  of  the  best  direction.  The  section 
under  consideration  is  but  slightly  productive,  is  without  tim¬ 
ber^  without  mines,  and  but  sparely  populated  by  poor  Indians. 
The  first  route  indicated  above  would  pass  through  a  timbered 
country  and  through  lower  levels  into  or  near  the  sugar,  coffee, 
and  tobacco  district  below  Huanta.  Special  mention  should 
be  made  of  the  kindness  of  the  prefecto,  El  Seri  or  Leonardo 
Cavero,  and  other  officials  at  Ayacucho,  and  of  the  banquet 
tendered  the  members  of  Mr.  Kelley’s  party. 

From  Ayacucho  to  Abancay  is  137  miles.  The  former  town 
was  left  June  6  and  the  latter  reached  July  8,  1892.  The 
survey  gradually  ascends  from  an  elevation  of  8,900  feet  at 
Ayacucho  to  that  of  14,062,  where  it  crosses  a  ridge  38  miles 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


39 


from  tlie  starting  point,  and  thence  descends  to  an  elevation  of 
7,040  at  the  Bio  Pampas  by  a  side  hill  grade  line  44  miles  long. 
The  Bio  Pampas  was  crossed  on  rafts  June  18,  and  the  work 
continued,  the  line  ascending  the  valley  of  the  Bio  Huancaray 
by  an  easy  grade  to  a  summit  of  the  main  cordillera  having  an 
elevation  of  14,628  feet.  This  ridge  here  runs  east  and  west, 
the  town  of  Andaliuailas  being  situated  on  the  other  side  of 
the  ridge  at  a  distance  of  five  leagues  to  the  eastward.  From 
the  summit  just  mentioned  the  line  then  descends  by  the  use 
of  much  curvature  to  an  elevation  of  5,800  feet  in  the  valley  of 
the  Bio  Pachachaca,  lying  at  right  angles  to  the  line  of  survey. 
After  crossing  this  stream  there  is  another  ascent  up  the  valley 
of  the  Abancay  to  the  village  of  that  name,  the  route  passing 
through  the  large  sugar  estates  of  Dr.  Letona.  In  the  section 
between  Ayacucho  and  Abancay  small  villages  and  a  sparse 
Indian  population  are  found.  The  country,  being  generally 
high,  is  adapted  to  sheep  raising,  and  although  minerals  are 
said  to  exist,  no  mines  had  been  opened  along  the  route.  Owing 
to  the  crossing  of  the  rivers  Pampas  and  Pachachaca,  the  trans¬ 
versal  ridges,  and  the  main  cordillera,  the  construction  of  this 
portion  of  the  Intercontinental  Bail  way  would  be  expensive. 

As  portion  of  the  route  was  believed  to  be  infested  by 
hostile  Indians^  a  cavalry  escort  for  a  distance  of  40  miles  and 
arms  and  ammunition  were  furnished  the  engineers  by  the 
Government  authorities  at  Ayacucho. 

As  elsewhere,  courteous  attentions  were  shown  the  Commis¬ 
sion’s  representatives.  Dr.  Letona  entertained  them  for  sev¬ 
eral  days,  and  provided  feed  for  the  animals  free  of  charge. 
The  prefecto  of  Abancay,  El  Senor  Juan  Pablo  Palosminos, 
was  equally  attentive,  and  a  banquet  was  one  of  the  hospitali¬ 
ties  extended  here. 

The  next  reach  of  the  survey,  69  miles,  is  that  from  Abancay 
to  Cuzco,  where  the  instrumental  work  ceased.  The  former 
town  was  left  July  11,  and  the  ancient  capital  of  the  Incas 
reached  July  20,  1892. 

Leaving  Abancay,  the  line  ascends  to  a  summit  elevation  of 
12,900  feet,  and  thence  descends  to  that  of  6,083  in  the  valley 
of  the  Apurimac,  through  a  populous  district,  fine  agricultur¬ 
ally,  and  producing  considerable  quantities  of  sugar  cane. 
Crossing  the  river,  there  is  another  ascent  to  a  summit  of 
12,438  feet,  thence  by  a  light  gradient  a  descent  by  hillside 
work  into  the  valley  at  Cuzco,  11,103  feet  above  sea  level. 


40 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


Before  final  location  a  survey  of  tlie  valleys  of  tlie  rivers  Pam¬ 
pas  and  Apurimac  in  a  down  stream  direction  towards  the 
eastward  and  northward  would  seem  to  be  advisable  as  well  as 
the  examination  of  an  alternative  line  from  the  12,900  foot 
summit  south  of  Abancay  to  some  point  on  the  existing*  rail¬ 
road  between  Maraugani  and  Santa  Rosa,  thus  adhering  to 
the  table  lands  and  avoiding  the  deep  crossing  of  the  Apuri¬ 
mac. 

A  three  days’  mule  ride  of  75  miles  brought  the  engineers  to 
Secuani,  the  present  terminus  of  the  Arequipa,  Puno  and 
Cuzco  Railroad.  Secuani  is  111  miles  from  Puno,  on  Lake  Titi¬ 
caca,  situated  upon  the  western  boundary  of  Bolivia.  Cuzco  is 
453  miles  from  Mollendo  on  the  seacoast,  of  which  distance 
378  miles  are  in  operation.  It  is  therefore  apparent  that  by 
carrying  the  instrumental  survey  to  Cuzco  it  has  practically 
been  carried  to  the  frontier  of  Bolivia. 

Owing  to  the  kindness  of  Mr.  McCord,  the  entire  party  and 
baggage  were  passed  to  the  seacoast,  and  an  excursion  to 
Puno  afforded  an  opportunity  to  inspect  the  whole  line.  Are¬ 
quipa  was  reached  July  28,  and  the  usual  courtesies  and  ban¬ 
quet  extended  by  the  prefecto,  El  Senor  Abrill.  At  this  point, 
Mr.  Kelley  was  met  by  Dr.  Parro,  director-general  of  public 
works  of  Peru. 

Arriving  at  Lima  August  2,  the  engineers  were  taken  ashore 
in  a  special  launch  and  met  by  officials  of  the  Government.  A 
private  reception  was  held  by  Dr.  Parro  at  his  residence,  a 
banquet  by  the  president  of  the  cabinet,  El  Senor  Carlos  M. 
Elias,  in  the  exposition  building,  and  an  official  presentation 
to  the  President  of  the  Republic  and  his  cabinet  took  place, 
all  in  honor  of  the  Commission’s  representatives.  Courtesies 
were  also  shown  by  Mr.  R.  R.  Neill  and  others  of  the  United 
States  legation;  by  Mr.  Holcombe,  of  the  banking  firm  of 
Grace  Bros.  &  Co.,  and  by  Chief  Engineer  Thorndike,  of  the 
Oroya  Railroad,  who  provided  an  excursion  over  his  line  in  a 
special  observation  car.  Leaving  Lima  August  9,  the  party 
arrived  in  Washington  on  the  30tli  of  the  same  month,  since 
which  time  they  have  been  engaged  in  working  up  the  data 
collected  and  in  preparation  of  the  finished  maps. 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


41 


Some  of  the  principal  points  on  the  line  surveyed,  their  altitudes  above  sea  level, 
and  approximate  population. 


Locality. 

Dis¬ 

tances.* 

Eleva¬ 
tion  . 

Popula¬ 

tion. 

South  of  Quito. 

j  Mies. 

Feet. 

9,  350 

80,  000 

Cuencat . 

228.3 

8,  600 

40, 000 

Zaraguro  . 

8, 456 

5,000 

I  341. 0 

7, 138 

18, 000 

Yilcabamba . 

i  361. 5 

j  5, 476 

600 

Yangana . 

369.  8 

6,  273 

200 

I  413. 1 

3,  000 

1 

| 

South  of  Rio  Canchis. 

Jaen . 

i  64. 3  ; 

3, 389 

300 

l  76.3 

I  2  550 

|  96. 9 

I 

|  2, 957 

Chota . 

|  143.0 

10,  000 

7, 000 

Cajamarca . 

|  191. 2 

9,  843 

30, 000 

Cajabamba . 

250.  6 

9, 374 

15, 000 

Huamachuco . 

•  266.1 

11,  035 

15, 000 

Summit  of  cordillera . . . 

283.8 

13, 026 

Rio  Mollepata . 

{  303. 1 

7,  336 

Pallasca . 

306.  9 

10,  350 

6,  000 

Summit  of  spur  of  cordillera . 

j  327. 7 

14, 179 

Corongo . 

338. 3 

9,  908 

7,  000 

"Rio  Santa . 

1  352. 1 

3,  952 

Caraz . 

j  376. 8 

7, 174 

15, 000 

Huaraz . 

j  416.0 

9,  537 

25,  000 

Recxiay . 

!  431.7 

10,  615 

6,  000 

Huarapasca  (summit  of  spur) . 

456.  8  ! 

15, 199 

Yanachachas  (summit  of  spur) . 

463.  6  ! 

15, 128 

Summit  of  cordillera . 

464.  7  j 

|  14, 927 

11  302 

Huallanca . 

476.  5 

4,000 

8  000 

Cerro  de  Pasco . 

560.4 

14  293 

South  of  Cerro  de  Pasco. 

Lago  de  Junin . 

33. 7 

13, 422 

12, 166  i 

Oroya . 

72.2 

112.  6 

300 

Jauja . 

12  000 

Other  towns . 

11, 145  | 

50  000 

Huancayo . 

" 

140.  3  i 

10,  635  1 

20  000 

Rio  Huancayo  (at  Izcuchaea  River) . 

387  3 

9, 413 

Summit  of  spur . 

197.  8 

14,723 

8  900 

Ayacucho . 

256.  9 

40  000 

Summit  of  spur . 

294.  6 

14  062 

Rio  Pampas  (at  crossing) . 

321.9 

7,040  1 

*  Distances  measured  on  the  preliminary  line, 
t  Cuenca  is  247  miles  south  of  Quito  on  the  “location.” 
1  Dividing  line  between  Ecuador  and  Peru. 


42 


INTERCONTINENTAL  RAILWAY  COMMISSION. 


Some  of  the  principal  points  on  the  line  surveyed,  their  altitudes  above  sea  level, 
and  approximate  population. — Continued. 


Locality. 

Dis¬ 

tances. 

I  Eleva- 

|  lion. 

Popula¬ 

tion. 

South  of  Cerro  de  Pasco— Continued. 

TTnamearay  _ _ _ _ _ _ 

Miles. 
341. 5 

Feet. 

9,  669 

14,628 

5,800 

7,853 

12.900 

3,  000 

Summit  of  cordillera . . . . . 

364.8 

TMo  Pacha  eh  a, oa,  _ _ __  _ _ 

388.8 
|  393.  8  i 

Abancay . 

7,000 

Summit  of  spur . 

401.0 

Eio  Apurimac  at  (crossing! . 

415.7 

6,083 

Summit  of  spur . 

433.4 

12,438 

11,003 

Cuzco  (end  of  survey) . 

462.7 

60,  000 

I 

Summary  of  work  of  Corps  A To.  3. 


Main  line. 

Spur  lines. 

“A”  points. 

. 

Totals. 

Quito  to  Ecuadorian  frontier . 

Miles. 

413.1 

973.5 

1, 436.  2 

Miles. 

84.7 

127.5 

172.3 

Miles. 

57. 5 

73.9 

90.8 

Miles. 

555.3 

1, 174.  9 

’ 

Quito  to  Cerro  de  Pasco .  . . 

Quito  to  Cuzco . 

Total  number  of  miles  run . 

j 

1, 699.  3 

| 

Population  near  line  of  survey. 


Ecuador . 215,500 

Peru .  384,  600 

Total .  600,100 


Throughout  the  entire  distance  a  stadia  transit  and  level 
line  was  run,  the  barometer  being  used  simply  to  check  up. 
The  time  employed  in  the  field  work  was  that  from  June  2, 
1891,  to  July  20,  1892,  or  one  year  one  and  one- third  months. 
The  maximum  elevation  attained  was  15,200  feet  above  sea- 
level  and  the  minimum  2,500  feet.  The  maps  covering  the 
Ecuadorian  section  were  made  in  the  field  by  the  survey  camp, 
while  those  relating  to  the  Peruvian  portion  of  the  line  are 
now  being  constructed  in  Washington.  The  total  survey  of 
1,700  miles  will  be  exhibited  on  about  50  maps  and  as  many 
profiles.  The  estimate  of  the  cost  of  construction  of  the  sec¬ 
tion  between  Quito  and  Cuenca,  by  Mr.  Miller,  has  already 
been  given.  Mr.  Kelley  submits  the  following  approximate 
estimate  of  the  whole  line : 


INTERCONTINENTAL  RAILWAY  COMMISSION, 


43 


Quito  to  Cuenca  (by  Mr.  Miller) : 

247 miles,  at  $35,900  per  mile  . .  $8, 867,  300 

Cuenca  to  Loja,  113  miles : 

36  miles,  at  $25, 000  per  mile .  900,  000 

77  miles,  at  $55,000  per  mile .  4, 235, 000 

Loja  to  Peruvian  boundary,  72  miles : 

5  miles,  at  $20,000  per  mile . - .  100,  000 

67  miles,  at  $60,000  per  mile .  4,  020,  000 


Ecuador .  18, 122,  300 


Peruvian  boundary  to  Cajamarca,  191  miles : 

55  miles,  at  $20,000  per  mile .  $1, 100, 000 

136  miles,  at  $52,000  per  mile .  7, 072,  000 

Cajamarca  to  Huaraz,  225  miles: 

40  miles,  at  $18,000  per  mile .  720, 000 

185  miles,  at  $50,000  per  mile .  9, 250, 000 

Huaraz  to  Cerro  de  Pasco,  144  miles : 

60  miles,  at  $20,000  per  mile .  1, 200, 000 

84  miles,  at  $55,000  per  mile .  4, 620, 000 

Cerro  de  Pasco  to  Huancayo : 

140  miles,  at  $20,000  per  mile .  2,  800, 000 

Huancayo  to  Ay acuclio.  117  miles : 

47  miles,  at  $25,000  per  mile .  1, 175, 000 

70  miles,  at  $55,000  per  mile .  3,  850,  000 

Ayacucho  to  Abancay,  137  miles : 

43  miles,  at  $30,000  per  mile .  1,  290, 000 

94  miles,  at  $55,000  per  mile .  5, 170, 000 

Abancay  to  Cuzco,  69  miles : 

29  miles,  at  $25,000  per  mile .  725,  000 

40  miles,  at  $40,000  per  mile .  1,  600,  000 

Peru .  40,  572, 000 


Ecuador .  $18, 122,  300 

Peru .  40, 572,  000 


Total . *  58, 694,  300 


^Calculated  on  tlie  mileage  of  tlie  preliminary  survey. 

The  line  by  location,  owing  to  curvature  in  development, 
etc.,  may  be  longer,  but  the  cost  of  construction  of  the  Inter¬ 
continental  trunk  line  would  depend  very  much  upon  the  cost 
of  getting  machinery,  supplies,  tools,  materials,  etc.,  into  the 
interior.  The  building  of  the  several  roads  now  projected 
from  the  coast  into  the  interior,  as  well  as  the  utilization  of 
those  already  existing,  would  materially  lessen  the  outlay. 

A.  J.  Cassatt, 
Chairman  Executive  Committee . 

Washington,  D.  C.,  January  31 , 1893. 


Intercontinental  Railway  Commission, 


LIST  OF  DELEGATES. 

(Arranged  alphabetically  according  to  nations.) 

President ,  Alexander  J.  Cassatt. 

First  Vice-President ,  Luis  J.  Blanco. 

Second  Vice-President ,  Pedro  Betim  Paes  Leme. 


ARGENTINE  REPUBLIC. 

Carlos  Agote. 

Julio  Krause. 

Miguel  Tedin. 

BRAZIL. 

Pedro  Betim  Paes  Leme. 
Francisco  de  Monlevade. 
Francisco  Leite  Lobo  Pereira. 

COLOMBIA. 

C.  Federico  Parraga. 

Julio  Ren  gif  o. 

Climaco  Calderon. 

ECUADOR  AND  PERU. 

Leffert  L.  Buck. 

GUATEMALA. 

Antonio  Batres. 

44 


MEXICO. 

Leandro  Fernandez. 

PARAGUAY. 

John  Stewart. 

SALVADOR. 

Benjamin  Molina  Guirola. 

UNITED  STATES. 

Alexander  J.  Cassatt. 
Henry  G.  Davis. 

Richard  C.  Kerens. 

URUGUAY. 

Francisco  A.  Lanza. 

VENEZUELA. 

Luis  J.  Blanco. 


INTERCONTINENTAL  RAILWAY  COMMISSION.  45 
LIST  OF  COMMITTEES. 


AUDITING  COMMITTEE. 

Mr.  J ulio  Rengifo,  of  Colombia. 

Mr.  Luis  J.  Blanco,  of  Venezuela. 

Mr.  Pedro  Betim  Paes  Leme,  of  Brazil. 

COMMITTEE  ON  COMMITTEES. 

Mr.  Henry  G.  Davis,  of  the  United  States. 
Mr.  Leandro  Fern&ndez,  of  Mexico. 

Mr.  Luis  J.  Blanco,  of  Venezuela. 

Mr.  C.  Federico  Pdrraga,  of  Colombia. 

COMMITTEE  ON  FINANCE. 

Mr.  Henry  G.  Davis,  of  the  United  States. 
Mr.  Luis  J.  Blanco,  of  Venezuela. 

Mr.  Francisco  de  Monlevade,  of  Brazil. 

Mr.  Miguel  Tedin,  of  the  Argentine  Re¬ 
public. 

Mr.  Climaco  Calderdn,  of  Colombia. 

COMMITTEE  ON  ORGANIZATION. 

Mr.  Matias  Romero,  of  Ecuador. 

Mr.  Climaco  Calderon,  of  Colombia. 

Mr.  Henry  G.  Davis,  of  the  United  States. 

COMMITTEE  ON  ORGANIZATION  OF  SURVEYS 

Mr.  C.  Federico  P&rraga,  of  Colombia. 

Mr.  A.  J.  Cassatt,  of  the  United  States. 

Mr.  Luis  J.  Blanco,  of  Venezuela. 

Mr.  Julio  Krause,  of  the  Argentine  Repub¬ 
lic. 

Mr.  Pedro  Betim  Paes  Leme,  of  Brazil. 


COMMITTEE  ON  CREDENTIALS. 

Mr.  Benjamin  Molina  Guirola,  of  Salvador. 
Mr.  Henry  G.  Davis,  of  the  United  States. 
Mr.  John  Stewart,  of  Paraguay. 

EXECUTIVE  COMMITTEE. 

Mr.  A.  J.  Cassatt,  of  the  United  States. 
Mr.  C.  Federico  P&rraga,  of  Colombia. 

Mr.  Leffert  L.  Buck,  of  Ecuador  and  Peru. 
Mr.  Luis  J.  Blanco,  of  Venezuela. 

Mr.  John  Stewart,  of  Paraguay. 

COMMITTEE  ON  PARLIAMENTARY  RULES. 

Mr.  Julio  Rengifo,  of  Colombia. 

Mr.Carlos  Agote,of  the  Argentine  Republic. 

Mr.  Benjamin  Molina  Guirola,  of  Salvador. 

COMMITTEE  ON  SURVEYS. 

Mr.  C.  Federico  Pdrraga,  of  Colombia. 

Mr.  Luis  J.  Blanco,  of  Venezuela. 

Mr.  Leandro  Fernandez,  of  Mexico. 

Mr.  Leffert  L.  Buck,  of  Ecuador  and  Peru. 

Mr.  Henry  G.  Davis,  of  the  United  States. 

Mr.  Benjamin  Molina  Guirola,  of  Salvador. 

Mr.  John  Stewart,  of  Paraguay. 

I  Mr.  Julio  Krause,  of  the  Argentine  Repub¬ 
lic. 

Mr.  Pedro  Betim  Paes  Leme,  of  Brazil. 

Mr.  Francisco  A.  Lanza,  of  Uruguay. 

COMMITTEE  ON  TRADE  AND  RESOURCES. 

Mr.  Richard  C. Kerens,  of  theUnited  States. 

Mr.  Miguel  Tedin,  of  the  Argentine  Repub¬ 
lic. 

Mr  Pedro  Betim  Paes  Leme,  of  Brazil. 

Mr.  Francisco  A.  Lanza,  of  Uruguay. 

Mr.  Benjamin  Molina  Guirola,  of  Salvador. 


The  President  of  the  Commission  is  ex  officio  a  member  of  each  committee. 


o 


TEGUCIGALPA 


•RCIO 


chwanoega 


Grevtc 


LIMON 


Intercontinental  R' 
Surveys  made 

..  projected.  *  < 
Other  Railroads. 
In  Operation  ™ 

Projected.  == 


:ou>n 


Wax'.  WbsA  /?C. /tec. 


N?2 


Intercontinental  R'way. 
Surveys  made 

0  projected ■ 

Other  Railroads, 
in  Operation.  — 
Projected .  ===== 


N’3. 


N?4. 


IUARAZ 


iecuav 


IUANUCO 


IERRO  DE  PASCQ. 


IUNIN 


oroIa 


TARMA 


IANCAYO 


LIMA 


'ELICA 


PISCO 


HUANCARAV 


SIC  U  AN 


Intercontinental  R'way. 
Surveys  maxCe  “ — — 

«  projected.  “  “  “  ' 

Other.  Railroads. 

In  Operation  —  —  —  — 

Projocted  ...  ■■  . 


jouaca 


ITICACi 


PUNO 


iAREQU  IPA 


N95. 


* 


s 


/*s  \ 


Intercontinental  Rway. 
Surveys  made 

u  projected  mmm  ^wm 

Other  Railroads. 

In  Operation 
Projected 


N95. 


' 


